National Freight Demands Study - Ministry of Transport

National Freight Demands Study
The broad proposals set out in Figures 5.5 and 5.6 demonstrate the priority to be given
to improving the National components of the State highway network where freight traffic
is likely to be concentrated. SH1 will be improved over almost its entire length on both
the North and South Island, including the possibility of almost continuous dual
carriageway between Whangarei and Tirau, and improvements to SH29 connecting to
Tauranga. While freight is only one component of the overall demands for the State
highway network, the proposed level of road building does recognise the continuing
development of the „golden triangle‟ and the growing volumes of freight traffic that are
likely to result. The key longer-distance routes into Manawatu from Hawke‟s Bay in the
east and Taranaki in the west are also included in the proposals.
5.2.4 Proposals for urban areas
The discussion above has concentrated mainly on the longer-distance movement of
freight outside the main urban areas. However, with growing general traffic levels within
the urban areas, congestion affecting both general traffic and freight vehicles is likely to
become more acute.
Within Auckland, congestion levels are having a significant impact on the efficiency of
freight operations. Anecdotal evidence suggests that the time taken for the movement
of freight has typically grown by 20 percent in recent years, and one of the courier firms
interviewed indicated that, whereas 10 years ago a courier could achieve 7 round trips
within a working day, in current conditions this had now fallen to 4 trips per day, with a
consequent impact on both the costs of the operation and the level of service available to
clients.
Within many of the urban areas the scope for new road construction is considered to be
limited and the NZ Transport Agency is placing increasing emphasis on improved traffic
management. In the short term it is intended that this would be achieved through
measures such as ramp signalling and improved facilities for modes other than private
cars, to encourage users to switch and relieve pressure on the road network.
Within this, some recognition is being given to the needs of freight. For the ramp
signalling currently being introduced in Auckland, lanes for freight vehicles to bypass the
signals and gain better access to the motorway are being provided at selected locations
along the motorway. In total it is planned that priority lanes, which can also be used by
public transport vehicles, will be provided at 11 locations on the motorways within the
Auckland Region.
Over the longer term, the NZ Transport Agency is considering the provision of managed
lanes on which freight vehicles could travel on parts of the motorway network in
Auckland, and preliminary work is being undertaken on the development of options for
SH16 west of the Waterview Connection. It is proposed that alternative locations may
also be investigated at some future date and Transit have included a Freight Priority
Study in their 10-year programme for the Auckland Region.
Within many urban areas the local road network also plays an important role in the
movement of freight, providing linkages to the State highway network from major freight
generators and attractors, and also providing alternative routes. Within these areas the
freight issues are typically dominated by general congestion levels and the desire to
move freight away from road. However, in reality, much local freight traffic within urban
areas has no alternative to road, and may have limited ability to change the times of
travel. In fact, users of private cars have a greater choice of mode as they are able to
switch to public transport, walking or cycling.
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