Jean-Paul H M ThullTransport & Energy Management

Department of Environmental Management Faculty of Environment, Society & Design

Lincoln University - Christchurch

MOBILITY AND TRANSPORT IN NEW ZEALANDLeading to the Future

Winter Lights 2011 - A NERI Thought Leadership ForumDunedin 16 June 2011

Overview

• Situation in New Zealand: facts, culture,

• Principles to reflect on across all modes

• Strategies

• sustainability, social responsibility & resilience

New Zealand Facts

• Small population 4.3 million• > 85% living in main centres• NZ geography (bridges, hills, tunnels)• Transport barriers (geography, road-

rail networks, ports)• Imports by ships – NZ is at mercy of

overseas decision-makers• +10,000km sealed state highway

network maintained to high standards• Freight transport by road increased

over the years, whereas rail & coastal shipping stagnated

Passenger vehicles in NZ

• Introduction of cheap Japanese vehicle Imports• Large NZ vehicle fleet of average age over 10

years– Pros: long life-cycle, employment– Cons: fuel consumption +30% compared to EC

• Population is used to access driving from +15yrs - no culture of commuter cycling, walking & use of PT

• Cheap fuel up to 2008• Perception of wealth (housing market) around 2005

encouraged to purchased high powered vehicles• Vehicles purchased to suit hobby• Extra vehicles purchased for extended family• NZ families have more kids than average EC

countries, hence larger cars required• NZ third country ranked in world for obesity –

restricted use of small mart cars

Sustainability & New Zealand

• 73% of freight transported within regions (Paling study) > more roads to be built• Short-haul rail has so far only be pushed by externalities (e.g. congestion or

regulations -see POAL)

• NZ has no culture for walking & cycling – centres have never been developed to encourage soft modes for everyone– commuter cycling is perceived as a gym exercise causing accidents due to

inappropriate speed– Walking-running across mountains – backpacks used for tramping –hardly for

grocery shopping– access to private motor vehicles is too easy and cheap compared to other

OECD countries• WHY BOTHER? No political drive – hardly air pollution concerns - no energy supply

issues

• UNLESS Energy Supply or Costs become an issue!!!! • Or Having to be serious about planning for resilience

22 February Earthquake in Christchurch

• Half of Christchurch's 2000-kilometre road network needing repairs

• About 38,000 cracks, slumps and lumps in roads

Photographs by A. Hansbury

Infrastructure seriously munted in eastern Christchurch suburbs

Priority to re-establish infrastructure

Christchurch post 22 Feb 2011

Main areas of post-earthquake office & business relocations result into major transport challenges

Source: NZTA March 2011business relocation survey Photographs by A. Hansbury

Existing Public Transport System

What are the implications of the earthquake on the Christchurch public transport system?

The routes will need to be reassessed

Source: http://metroinfo.co.nz/eqmap/

REALITY CHECK

Orbital movements replace the radial pattern

Travel dominated by private and company cars

Roads not designed for increased activity

Severe congestion and delays

Longer distances travelled

Extended travel times

Bus services disjointed or cut

Increased petrol consumption, costs and pollution

Emerging travel patterns in CHC post earthquake

Photo: NZ in Tranzit

Cycling as one resilient option

Planning for carbon-constrained future

(MED, 2010)

Expectation of fuel demand to drop while gas (LNG may go up) for transport

Source: Managermagazin.de (5-4-2011)

Planning for automobilityPlanning for automobility

• Do congestion and/or high fuel price affect our life?– People expect government

intervention– Retail is suffering– Increase of freight costs are directly

coupled to retail prices – Decrease of quality of life

Reality Check - Behaviour

• Transportation behaviour and physical activity levels are likely to partially reflect attitudes and preferences.

– People who prefer not to drive are more likely to live in walkable environments

– People who enjoy driving or do not mind extra driving for a cheaper house, rural property, seaside property, better schools tend to choose more automobile-oriented locations.

– As a result, some differences in travel behaviour between walkable and automobile-oriented locations may reflect self-gratification rather than the pure effects of land use

Planning for people not cars

• Large intersections making pedestrian crossing difficult + dangerous• Large streets with no life (taken Saturday)• Garaging takes a major criteria for residential housing• Increasing residential density through design or just through high

housing costs will create a high demand for car parking on the street

Planning for an energy responsive demandPlanning for an energy responsive demand

Freight transport by road

• Road transport is easy to organise & increasing fuel costs are just added to the whole supply chain paid by the customer– There is a lack of transparency to the customer to identify whether

the carbon footprint of freight is high or not

Road Freight Transport• Crucial to keep urgent freight distributed• Crucial in parts of NZ that have not access to rail or shipping• Crucial in greater urban areas for distribution• Sustainability can be increased through

– more modern vehicles – reducing fuel consumption - may be electric– vehicle management information should reflect on driver’s salary bonus –

low fuel consumption, no speeding should be honoured!– Ensuring payload is maximised– Increased ease towards short-haul multi-modal loads (road-rail-coastal)– More co-operation between modes to minimise mode transfer times +

encourage other modes

Technical solutions? Technical solutions?

Modal change?Modal change?None of those below is fuel efficient- no incentive for

modern vehicles (eg. tax on emissions)

Railfreight

• Best for bulk freight – can compete with the other modes• Would do better still if tracks, bridges, tunnels, gradients,

radius of curves and fail-save signalling systems allowed modern rail systems to be implemented

• Different energy systems (AC/DC-Diesel) on parts of the main WLG-AKL trunk line

• Missing network gaps (e.g. Northland Port connection, Picton-Nelson-Inangahua Junction)

Rail Passenger• Long-haul

– Too expensive – Too slow– Too uncomfortable

• Urban commuting– Missing links and poor CBD connections– Lack of airport connections (relevant to reliability)– Not sympathetic to multi-modal integration (limitation

of 3 bikes per train/carriage in Wellington)– Keeping to time schedules highly problematic due to

old gear & track work– No tram-trains

Aviation

• Developed between WW I –II– Cook Strait – first commercial flights

• Connectivity relevance

• Grab-a-seat may trigger additional passenger demand

• Aviation fuel supply can be at risk in disaster situation

Shipping• International Shipping• Domestic Coastal Shipping (incl. Cook Strait)

– Sustainability: shipping is most efficient & resilient means for freight– Sustainability needs encouragement by government similar support to

other modes by looking e.g. at rail and its indirect subsidies of companies using rail (e.g. efficient & effective land access to Ports)

– Government support to encourage more modern vessels for coastal shipping in terms of fuel efficiency

Response to 22 Feb 2011 (source Steve Chapman)

• Pacifica Shipping was first container ship on 26 Feb (Spirit of Endurance) and 27 Feb (Spirit of Resolution) both came from Auckland, bringing Freshwater BOC gas for hospital

Shipping- Ports

• Planning infrastructure simply for maximising efficiency & profits without factoring in protection from natural disasters in NZ is irresponsible

– NZ needs a minimum of 2 Superports : Nth. Is. Auckland or Tauranga (population factor) – 1 in Sth. Is. that keep abreast of technical developments including increased size of vessels (e.g. 7000TEU)

– Crucial for NZ to have responsive coastal shipping operating to offset potential natural disasters

Strait Shipping

Strait Shipping

Kiwi Rail Cook Strait Ferries

Kiwi Rail contribution to sustainability:

•Speed reduction whenever possible, leaving 20 minutes ahead of scheduled time – 25% bunker reduction

Pacifica Shipping

full cargo vessel

contribution to sustainability: cleaning

the outside under water surfaces saves 5-10%

bunker

Should cruise ships be banned? Should cruise ships be banned?

Are these policies really going to make a change? Measurable targets? Statutory targets?

New Zealand Transport Strategy, 2008

National target – increase PT modal share to 7% by 2040many good intentions....

National Land Transport Programme (NLTP) 2009-2012

- Primary focus is on roads- 21% fund increase for public transport

•Photo: www.turbophoto.com

What do the strategies say?

Metropolitan Christchurch Transport Statement (MCTS)substantial funding to public transport (other than roads) including bus priority lanes, faster ticketing, park and ride facilities, dynamic information systems, interchanges, high quality buses

What about quality of bus drivers?

Canterbury Regional Land Transport Strategy (RLTS) Canterbury Regional Passenger Transport Plan (RPTP)

- Primary focus is on strategic roads- 21% fund increase for public transport- For Christchurch – new Bus Exchange identified for funding

What do the strategies say??

Source: www.metroinfo.co.nz

Road• Widen major corridors NOW –if required- to enable multi modal capability• Toll Lane on new southern Motorway in peak times – legislation to be changed• Build off road 3m cycle-way to link suburbs, along railway line and within city

centre

Bus• Revised network for emerging post-quake land use patterns• More orbital routes (eg. around 4 avenues)• Rethink bus exchange • Multi-modal interchanges (eg. Park and ride facilities)• CONTINOUS priority bus lanes that may adapted to BRT or LRT later• BUS PRIORITY AT ALL INTERSECTIONS (Swiss Model)

LRT• Get LRT underway more sexy than BRT

Opportunities created by the earthquakes

Alcatel-Lucent advertisement

• “How Fast Will Trains Run In The Future? – In Gibabits/s Please

Environmental challenges in transport sector(high on the agenda)

Differentiation by urban forms

• High density urban environments (e.g. Europe, Japan)– Congestion

• noise pollution• air pollution – PM10, NOX, CO• Population health issues (pollution exposure, community cohesion,

physical fitness)• traffic safety impacts

– Carbon footprint awareness• Topic raised by media• Political environment – strong green political parties

Mitigation strategies

• High density urban environment– Congestion (noise & air pollution)

• Noise mitigation walls along highway and railway corridors• Air pollution mitigation

– Catalytic converters from 1980s onward (California, Japan, followed by EC)

– EUR 1 to EUR 5 heading to EUR 6 to minimise PM10 & NOX)– Banning of polluting vehicles in some German cities (min EUR3)

– Land-use planning - congestion tolls – lane tolling, toll roads e.g. Singapore, China, Australia (Sydney), Japan…..

Environmental challenges in transport sector

• Low density environment (e.g. New Zealand)– Run-off roads into waterways (e.g. effluent, tyres)– Ballast water from vessels (especially after Japan nuclear disaster)

– Prevention of oil spills in waterways– Building roads through national parks– Distribution of plants & organims by transport (Didymo)

– ………???

– Congestion in Auckland (not perceived as environmental issue, more of a commercial impact)

– Energy supply is not seen as an environmental challenge

• All successful places adopted this why not New Zealand?– Let’s first develop land

along PT corridors– Stop ‘Pegasus’ type

developments in the future unless they pay for regular PT services

• It is all about ZONING

Greater Christchurch Urban Development Strategy (UDS)Greater Christchurch Urban Development Strategy (UDS)

How does Transit Orientated Planning fits with UDS?

Photo: www.ccc.govt.nz

What about LRT ? Some Facts (info S. Ginn, CCC)

Journeys System Length Journeys perper day km day per km

82,000 Croydon 27 3,050248,000 Calgary 45 5,520 230,000 Grenoble 34 6,760 288,000 Rouen 43 6,650 62,700 Denver 56 1,113 41,300 Salt Lake 30 1,355 42,000 Edmonton 13 3,415 107,600 Portland 71 1,515

COMPARISON OF LIGHT RAIL BUILDING COSTS(Info S. Ginn, CCC)

Line Cost Cost in millions per Km NZ

Phoenix US $1.4 billion $62Salt Lake City US $1.1 billion $52Denver US $880 million $41Portland US $3.0 billion $33Edmonton CAN $344 million $32Croydon GP 230 million $20Calgary CAN $548 million $14

Parameters to consider• Population: min 200,000

• Density is crucial: In Grenoble, (400,000), 20% of city’s population and 27% of its workers live within 400 metres walking distance of LRT stations

• Resilience: – increased distances for commuter travel– high fuel prices or/and– Fuel supply difficulties (plan for 20-30% less fuel demand!)– LRT is less resilient than BRT but only due to flexible routes– Should PT switch to electricity in NZ?

REDUCING LRT INITIAL SET-UP COSTS

• Using existing heavy rail tracks with only partial street running.

• Consider using diesel LRT vehicles that do not require over head power, sub stations, etc.

• The cost of LRT vehicle provision can be reduced if second hand rolling stock is used to start the network – though not ideal.

Cargo Tram in Dresden

• Integrate ability of freight movement by LRT/heavy rail for each new commercial facility

To make LRT work in Christchurch: Zoning, Corridor planning & Accessibility (short-cuts within mesh blocks are crucial), high tax on company cars for private use, give incentives to workers to use PT, PT pass compulsory as part of student fees + employees salary package

The Future - People Mobility

• What is the impact of sustainable transport & land-use planning in a wider sense?

– Modal choices (individual – public)– Accessibility – Equity in terms of access to mobility– Human health (air & noise pollution), fitness, mental health

Planning for individual motorised mobility• Encouragement for small cc rating if buying a vehicle

– No attraction to most people as usually boring except for VW– Usually only new vehicle (VW Polo TDI1.4) > expensive– Importing small cars have no margin for second hand car dealers– Small CC ratings are likely to be purchased by retired folks (low

maintenance, low costs, high safety)– Small CC usually related to small vehicle not allowing transport of

sports equipment, pets, 2-3 kids and groceries• Should be seen as city vehicle –

– Ideally electric plug-ins

– Hybrids not relevant as not using less fuel than small CC ratings

Planning for individual motorised mobility• Electric vehicle may still be far away

– Testing going on (Sixt, car2go...)– Nobody is prepared to pay for infrastructure

• ppp’s seem difficult to get underway unless government pays for risk + subsidises the $10k-$20k additional costs

• NZ: 2020 may be .5% (1000 vehicles)• NZ: 2030 difficult to predict

• LNG driven vehicles

• Car sharing an option but difficult in relation with existing suburban density

– Pool car could work if we had bottom-up approach residential development, having same mind-set of people living in such an area (more left wing intellectuals)

– Difficulty is that usually people desire vehicle at similar times with short-term bookings which is difficult

Changing decision-making system for mobility

• A shift in cultural thinking is required associated with incentives or costs– long-term cars should be seen as a liability and not an asset

– New residential areas should have a common covered car parking area away from the house to make people think that there are other modes with having a wooden shed at the entrance for rubbish bins and bikes

• High quality PT is expensive to install but it is a long-term investment that will keep population mobile if fuel supply was interrupted – there is no escape for government to get out of it – it will need to be associated with corridor planning

Urban & Transport Planning Future of Christchurch residential relocations

No need to mention the challenge……in regard to energy demand

• Energy demand for commuting may rise up to 200-300% depending on the relocation area – will technology solve the energy demand problem?

• Opportunity to integrate Light Rail as part of the package and create walkable new residential areas 500m on each side of Light rail system

• Satellite towns should not be increased unless a LR is constructed

Fun & Mobility in NZ

• Changing that existing culture is not easy and requires offering a new environment to encourage soft modes (e.g. Harbour Bridge crossing for bikes & pedestrians is one example!

• Increasing urban recreation Example right may not apply for S.I.

Living Streets

Madras Street (Marianne Dahl, Lincoln University, 2011)

Madras Street (Marianne Dahl, Lincoln University, 2011)

Durlacher Allee, KarlsruheOrangerie, Strasbourg

Subiaco, PerthLuxembourg

Shared Space

Outlook• Planning for reduced energy demand• Encouragement of reducing VKT• Corridor planning associated with zoning • Keeping options open in terms of PT modes• PT needs to be attractive (WIFI, workspace)with appropriate

staff• Funding of PT should be sourced from everyone in education

& workplaces• Rates should reflect connectivity demand (high density

residential paying less)• Vehicle registration should be associated to CO2 emissions• ACC levy in vehicle registration should reflect number of

times vehicles caught in traffic fines + every traffic fine should be doubled to go towards ACC

VW Caddy 1200cc

Dr-Ing Jean-Paul Thull (MCILT, NZIA)Senior lecturer in transport, logistics, urban planning, energy and waste managementDepartment of Environmental ManagementFaculty of Environment, Society & DesignLincoln University

Ph: 03-3253838 ext 8779Email: Jean-Paul.Thull@lincoln.ac.nz

Thulljp@snap.net.nz