Resources

Documents the history of development of the Auckland Motorway Network

The Community Driver Mentor Programme was originally developed to run in selected communities which had been identified with particular needs. Acknowledging that the programme was needed in many more communities than they could provide for, the NZ Transport Agency and New Zealand Automobile Association (AA) developed this guide to share with those who want to run the programme independently. The guide describes the reasons for setting up the programme, provides an overview of how the programme can work and suggests the tools and resources you need to get it running. It also shares some of the lessons and ideas learned in the initial programmes, so you can tailor your programme to suit your needs and create the most successful environment for all of your participants.

This booklet is for community groups or local government staff working on transport problems in rural areas and small towns. It describes a process for identifying the cause of the problem, finding partners and selecting a solution. Solutions range from reducing or removing the need to travel by bringing services/goods into the community or using technology, making use of vehicles already in the community and coordinating existing services. The guide also covers sources of funding and legal requirements.

The key objective of this research is to determine which factors are seen as barriers to child restraint use by New Zealand parents, and that ultimately prevent some from correctly restraining their children. Identification of these barriers will provide the evidence-base to inform and help target future interventions, such that policy interventions, education initiatives, or social media campaigns are more effective at increasing child restraint rates among non-compliant parents, as well as reducing barriers for those parents that do comply.

This report develops an indicator framework for measuring the contribution of land transport to the aggregate wellbeing of New Zealanders. The starting point is viewing transport as an input into the generation of wellbeing, reflecting the role of transport as a technology that enables human interaction, trade and other activities. Transport improves wellbeing if it better facilitates these activities and/or imposes lower costs. This leads to categories of indicators based on observable characteristics of the transport system that are relevant to aggregate wellbeing, ie network performance and capability, safety, health and environmental effects, and cost.

This research project investigated the economic impacts of transport and road space reallocation in shopping areas located in central cities and along major transport corridors in New Zealand. It focused on three research questions. The first being to understand the retail spending of transport users; resulting in data that provides an average $ spent per user and primary mode of transport. The second element focused on identifying the road space allocation and design elements important to retailers and shoppers. Finally, a case study compendium was developed. The data shows that sustainable transport users account for 40% of the total spend in the shopping areas and account for 37% of all shoppers who completed the survey. The data indicates the pedestrians and cyclists contribute a higher economic spend proportionately to the modal share and are important to the economic viability of local shopping areas.

This research project, which was undertaken between 2003 and 2006, aimed to improve the understanding of the effect that environmental factors (eg rainfall and detritus) have on the variation of measured skid resistance, both in the short and longer term. Phase 1 of the research was a field study of seven sites in the Auckland and Northland regions over 2. 5+ years, with regular skid resistance measurements primarily utilising the GripTester. Phase 2 involved developing a new laboratory-based accelerated polishing device and methodology for testing large (600 x 600mm) chipseal surfaces with the Dynamic Friction Tester. Phase 1 results demonstrated that significant and previously unpredictable variations (greater than 30%) in measured skid resistance could occur over short time periods. These variations were the result of a number of interrelated factors, including the geological properties of the aggregates and the contaminants themselves.