38TH MEETING OF THE CANTERBURY REGIONAL TRANSPORT COMMITTEE
TO THE CHAIRPERSON AND MEMBERS OF THE COMMITTEE
MEMBERSHIP OF THE COMMITTEE
Commissioner Rex Williams (Chairperson) Canterbury Regional Council
Mayor Angus McKay Ashburton District Council Mayor David Ayers Waimakariri District Council Cr Darryl Nelson Cr Phil Clearwater Christchurch City Council Mayor Craig Rowley Waimate District Council Mayor Lianne Dalziel Cr Miriam Morton Commissioner Tom Canterbury Regional Council Mr Jim Harland NZ Transport Agency Lambie Cr Vince Daly Hurunui District Council Mr Philip Wareing Economic Advisor Mayor W Dalley Cr Derrick Millton Kaikoura District Council Prof Simon Kingham Environmental Sustainability Advisor Cr James Leslie Mackenzie District Council Dr Anna Stevenson Public Health Advisor Cr Sarah Walters Selwyn District Council Inspector Al Stewart Safety Advisor Cr John Morten Cr Kerry Stevens Timaru District Council
A meeting of the Committee will be held on
Friday 29 April 2016 commencing at 12:30pm
VENUE: Commodore Hotel (Head of the Avon North meeting room) 449 Memorial Avenue, Christchurch Buffet lunch will be provided at noon in the restaurant
BUSINESS: As per Order Paper attached. Agendas are available on the Environment Canterbury website three days prior to the date of the meeting: http://ecan.govt.nz/news-and-notices/minutes/Pages/Default.aspx
Bill Bayfield CHIEF EXECUTIVE ENVIRONMENT CANTERBURY
CANTERBURY REGIONAL TRANSPORT COMMITTEE
ORDER PAPER
1. APOLOGIES
2. CONFLICTS OF INTEREST
3. MINUTES OF MEETING – 26 FEBRUARY 2016 3
4. MATTERS ARISING
5. DEPUTATIONS AND PETITIONS Philip Wareing 6. HEAVY MOTOR VEHICLE AND INDUSTRY UPDATE Economic Advisor
7. MINISTRY OF TRANSPORT FUTURES PRESENTATION
8. UBER PRESENTATION 10
MATTERS FOR DECISION Steve Gibling STRATEGIC REFRESH OF THE REGIONAL LAND 9. ECan TRANSPORT PLAN 13 Len Fleete VARIATIONS TO THE REGIONAL LAND TRANSPORT PLAN: 10. ECan TIMARU DISTRICT COUNCIL STREET LIGHTING UPGRADE 43
MATTERS FOR INFORMATION Jim Harland 11. NEW ZEALAND TRANSPORT AGENCY REPORT NZTA 46 Len Fleete ACTIVE AND PASSENGER TRANSPORT WORKING GROUP 12. ECan REPORT 58 Mayor David Ayers 13. REGIONAL ROAD SAFETY WORKING GROUP REPORT Chair 66 Len Fleete 14. TRANSPORT OFFICERS GROUP REPORT ECan 78 GENERAL BUSINESS 15. Correspondence from Temuka Saleyards regarding stock truck effluent 106 disposal.
16. CLOSURE
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UNCONFIRMED CANTERBURY REGIONAL COUNCIL
MINUTES OF THE 37th MEETING OF THE CANTERBURY REGIONAL TRANSPORT COMMITTEE HELD IN THE HEAD OF THE AVON MEETING ROOM, COMMODORE HOTEL, 449 MEMORIAL AVENUE ON FRIDAY 26 FEBRUARY 2016 COMMENCING AT 2:30PM
1. APOLOGIES
2. CONFLICTS OF INTEREST
3. MINUTES OF MEETING – 4 DECEMBER 2015
4. MATTERS ARISING
5. DEPUTATIONS AND PETITIONS
MATTERS FOR DECISION
NONE
MATTERS FOR INFORMATION
6. UPDATE ON STRATEGIC REFRESH OF THE REGIONAL LAND TRANSPORT PLAN
7. PRESENTATION FROM NZTA: REGIONAL ROAD SAFETY WORKING GROUP
8. PRESENTATION FROM DR ANNA STEVENSON: ROLE OF PUBLIC HEALTH ADVISOR TO THE REGIONAL TRANSPORT COMMITTEE 9. ACTIVE AND PASSENGER TRANSPORT WORKING GROUP REPORT
10. REGIONAL ROAD SAFETY WORKING GROUP REPORT
11. TRANSPORT OFFICERS GROUP REPORT
12. UPDATE ON: PROGRESS ON RESPONSE TO WINDER REPORT OF MAY 2015 CANTERBURY REIONAL ECONOMIC DEVELOPMENT STRATEGY – TRANSPORT- RELATED INFORMATION SHARING INITIATIVE 13. QUESTIONS / GENERAL BUSINESS
14. CLOSURE
PRESENT
Commissioners Rex Williams (Chairperson), Tom Lambie, Mayor David Ayers, Mayor Angus McKay, Dr Anna Stevenson, Cr Sarah Walters, Cr Kerry Stevens, Cr Vince Daly, Cr Derrick Millton, Mr Philip Wareing and Mr Jim Harland
IN ATTENDANCE Mayor Winton Dalley and Hamish Dobbie (Hurunui District Council); Cr Darryl Nelson (Ashburton District Council); Mayor Kelvin Coe, Murray Washington and Andrew Mazey (Selwyn District Council); Gerry Essenberg (Kaikoura District Council); Jeanine Benson (KiwiRail); Murray Sinclair (Christchurch City Council); Stuart Woods, Colin Knaggs and James Newton (NZTA).
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3 UNCONFIRMED Environment Canterbury
Jill Atkinson (Director Strategy and Programmes), Steve Gibling (Programme Manager Strategic Policy and Transport), Rob Woods (Consultant), Lorraine Johns (Principal Strategy Advisor), Len Fleete (Strategy Advisor Land Transport) and Therese Davel (Senior Administration Officer)
WELCOME
Commissioner Rex Williams welcomed everyone to the first meeting of the year.
1. APOLOGIES
Received from Cr Phil Clearwater (Christchurch City Council), Cr James Leslie (Mackenzie District Council), Mayor Craig Rowley (Waimate District Council), Prof Simon Kingham (Environmental Sustainability Advisor) and Inspector Al Stewart (Safety Advisor, NZ Police). Commissioner Rex Williams / Cr Kerry Stevens CARRIED
2. CONFLICTS OF INTEREST
None.
3. MINUTES OF MEETING – 4 December 2015
Resolved
That the minutes of the meeting held on 4 December 2015, be confirmed as a true and accurate record and be adopted. Mayor Angus McKay / Mr Philip Wareing CARRIED
4. MATTERS ARISING
Cr Sarah Walters referred to the comment on page 9 of the minutes (Item 11) that staff would bring a report to the meeting on the reasons for bus patronage decline.
Steve Gibling indicated Environment Canterbury is reviewing the trends and can bring a report to the next meeting.
5. DEPUTATIONS AND PETITIONS
None.
MATTERS FOR COMMITTEE DECISION
None.
MATTERS FOR INFORMATION 6. UPDATE ON STRATEGIC REFRESH OF THE REGIONAL LAND TRANSPORT PLAN (RLTP)
Rob Woods presented the item and gave a brief background to recap progress up to date. He noted the process was halfway through, and would be expected to run until the middle / end of April.
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Mr Jim Harland arrived at 2.42pm.
Rob noted that the three workshops had just over 70 attendees provide feedback on the key issues relating to regional transport planning.
Rob identified a number of key themes that came from those workshops, including: Regional leadership is necessary to create meaningful ways for modes to work together; There is a need to understand rail potential to determine its future role; Public transport planning and delivery needs the potential to be scaled across the region, to meet different needs (urban and rural) and to support a changing population; Joined up land use and transport planning is working well in some councils and not as well in others – greater consistency is required; RTC needs to advocate to central government on a broader range of transport matters that affect our region; and Stakeholders expect future RLTPs to address key infrastructure issues, including bridge strengthening, two-laning key bridges, four-laning key routes and visitor focused facilities.
Rob also noted that stakeholders felt additional information was required for: Economic data; Objectives, benefits and implication of HPMV; Age of infrastructure, Visitor travel choices and the role of public transport and taxis; and Adding driver behaviour and responsibility to the discussion on safety.
Andrew Mazey arrived 2.50pm.
Rob informed the Committee that stakeholder written comments are being collated between 2 March and 8 April, after which the sub-committee will agree on the final text. The final text will be brought before the RTC for its recommendation with and expected date for approval by Environment Canterbury in late May.
Cr Kerry Stevens commented that it was not the role of the RTC to determine the future role of rail. He agreed it should be integrated better and that where there were opportunities to integrate the various modes it should be enhanced. The Chairperson pointed out that the issue was to understand the potential of rail, rather than determine its role. As to the potential for rail to transport people, it was acknowledged it was not discussed often. The Chairperson referred to a study on behalf of the UDSIC regarding this issue. The Chair requested that the report should be circulated by staff to the members of RTC.
In regards to the comment relating to the issues with land-use planning and transport, Mayor David Ayers commented that there was a huge population shift in the past few years due to land use changes, which anywhere else internationally would not have been common. Steve Gibling remarked this challenge for the region was not just related to the impacts of land-use change following the Christchurch Earthquakes but was also a rural and regional issue with other types of land-use change impacting on the way the current network is operating.
The Chairperson summarised the key theme being that overwhelmingly people expect the RTC to have a broader role. He challenged the Committee to push its boundaries as far as it could, specifically to provide leadership and advocate to central government.
Resolved That the Canterbury Regional Transport Committee: 1. Notes that two of three stages of stakeholder engagement are complete; 3
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2. Notes the main themes in feedback received through recent workshops; and 3. Notes the final steps towards completion of the project.
Cr Kerry Stevens / Cr Sarah Walters CARRIED
7. PRESENTATION FROM NZTA: REGIONAL ROAD SAFETY WORKING GROUP
James Newton presented the item and provided a brief background to his role and responsibilities as Regional Safety Advisor. He noted the Safe System has 4 principles which are endorsed by the United Nations and OECD in terms of where transport is going globally. The four principles are:
1. People make mistakes; 2. People are vulnerable; 3. Responsibility needs to be shared; and 4. All parts of the system need to be strengthened.
These principles form the foundation for the safe system framework key elements 1. Safe vehicles 2. Safe users 3. Safe Roads and Roadsides 4. Safe Speeds
James noted that one particular strong point for Canterbury Road Safety was the willingness of agencies to collaborate and work collectively to deliver outcomes. The Regional Road Safety Working Group (RRSWG) (a collaboration of Road Controlling Authorities, Police, ACC, NZTA and the Regional Council) is currently working on improving its role as the central hub for road safety in the region; focussing on intersection crash reduction; engaging with the Ministry of Education in terms of safer journeys to and from schools and continued monitoring and evaluation of the regional road safety progress.
Some of the key challenges at the moment include ensuring the road safety conversation becomes a shared responsibility; aligning work practices with the four Safety System principles, key elements and challenging the status quo.
Cr Sarah Walters commented that the step change needed could come about through changes to the Health and Safety legislation. She mentioned specifically staff on the road e.g. sales staff, people delivering meals on wheels etc.
Cr Kerry Stevens asked James what he would change and where, in term of how the working group and RTC operate. The Chairperson asked James to consider a response and bring a report to the next meeting.
There was a brief discussion about what employers can do to ensure their staff are as safe as possible, e.g. GPS, fire extinguishers, following up on staff who speed. Mayor David Ayers agreed, noting that people should make a report to employers when they see employees driving recklessly. Mr Philip Wareing agreed that in the heavy trucking business this already happens with positive results.
Resolved That the Canterbury Regional Transport Committee: 1. Receives the presentation from the NZ Transport Agency.
Mayor Angus McKay / Mr Philip Wareing CARRIED
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6 UNCONFIRMED 8. PRESENTATION FROM DR ANNA STEVENSON: ROLE OF PUBLIC HEALTH ADVISOR TO THE REGIONAL TRANSPORT COMMITTEE
Dr Anna Stevenson presented the item, to provide an overview to the Committee on the role of public health in transport. Dr Stevenson referred to the Health and Wellbeing Impact Assessment of the Canterbury Regional Land Transport Strategy 2011 – 2041 including the Literature Review and stories which were circulated.
Her presentation canvassed a variety of public health principles, e.g. risk assessment, research, health promotion, monitoring and disease prevention. Dr Stevenson discussed how transport can play a role in determining the health and well-being of neighbourhoods. Just one example is that the risk of many health conditions is proven to be reduced when people are more active.
Dr Stevenson noted that equal opportunity and equitable opportunity are different- in transport policy we should be aiming to provide people with what they need to be able to move safely and affordably. For example, provision of roads provides for car owners – it does not necessarily meet the needs of disabled, elderly, pedestrians and cyclists.
A lot of research has been done about the benefits of being active. Dr Stevenson mentioned studies done in London, New York, Singapore and elsewhere and also referred to the Canterbury Health in All Policies Partnership. With the RLTS supporting a strategic direction enhancing active and public transport, as well as a reduction in car dependency, Dr Stevenson recommended:
1) A focus on and enabling Travel Demand Management Planning at a regional and central city scale; 2) Ensuring active friendly environments for all ages; and 3) Providing for transport equity.
Mayor Coe left at 4.15pm.
Cr Sarah Walters thanked Dr Stevenson for the presentation. Mr Jim Harland noted that an additional $100m from Ministry of Transport had been made available for urban cycle-ways because of the known benefits of active transport.
The Chairperson requested that the presentation be sent out with the minutes.
Resolved That the Canterbury Regional Transport Committee: 1. Receives the presentation from Dr Anna Stevenson, Public Health Advisor.
Cr Sarah Walters / Cr Derrick Millton CARRIED
9. ACTIVE AND PASSENGER TRANSPORT WORKING GROUP REPORT
Len Fleete presented the item and the Committee took the report and attachment as read.
Resolved That the Canterbury Regional Transport Committee: 1. Takes the report as read.
Cr Kerry Stevens / Mayor David Ayers CARRIED
10. REGIONAL ROAD SAFETY WORKING GROUP REPORT 5
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Mayor David Ayers and Len Fleete presented the item, noting the most important issue discussed at the Regional Road Safety Working Group meeting included a proposed business case on intersection safety in Canterbury. The Working Group will be working closely with the Transport Officers Group (TOG) and NZTA to develop in the coming months.
Resolved: That the Canterbury Regional Transport Committee:
1. Receives the report. 2. Endorses the proposal that the RRSWG and TOG coordinate a business case on intersection safety in Canterbury. 3. Agrees to write to the Minister for Transport supporting the application for research funding for intersection safety. Mayor David Ayers / Cr Kerry Stevens CARRIED
11. TRANSPORT OFFICERS GROUP REPORT
Len Fleete presented the item highlighting issues such as intersection safety; aligning the NZTA State highway 1 strategic case with Canterbury Regional Economic Development Strategy (CREDS); efforts by Environment Canterbury on behalf of the Transport Officers Group (TOG) to approach Mackenzie to consider getting involved in the Stock Truck Effluent Disposal scheme and referring to the TOG 2016-17 work plan. TOG will prepare a timeline and programme to RTC for its consideration at the next meeting. Steve Gibling added that at the Canterbury Mayoral Forum meeting the issue of bylaws regulating freedom camping across the region was discussed, and the Policy Forum will review this issue before the next visitor season. Resolved: That the Canterbury Regional Transport Committee: 1. Receives the report 2. Provides feedback on the content and presentation of the report Cr Vince Daly / Commissioner Rex Williams CARRIED
12. UPDATE ON:
PROGRESS ON RESPONSE TO WINDER REPORT OF MAY 2015 and CANTERBURY REGIONAL ECONOMIC DEVELOPMENT STRATEGY – TRANSPORT-RELATED INFORMATIN SHARING INITIATIVE
The Chairperson introduced the item by noting that the Regional Transport Committee should be structured in such a way as to be seen to make active decisions on the RLTP and not just be a rubber stamp. Steve Gibling and Lorraine Johns presented Item 12, with Steve noting that all efforts were currently focused on completing the refresh of the RLTP strategic context. He noted that without the RLTP strategic context in place, and agreed by all members, that it would be difficult to put a structure in place for the RTC if the context is not fully understood and developed.
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8 UNCONFIRMED
Steve commented that the Committee would be advised in the April meeting, about the strategic context and that the Committee saw a first glimpse of it today, during the presentation by Rob Woods (refer Item 6). Lorraine Johns provided feedback on the Canterbury Regional Economic Development Strategy (CREDS), saying the collective use of data was critical to make informed decisions. There will be further conversations to find a system to share data amongst agencies. Lorraine also noted meetings with the private sector proved useful to understand what the issue with data was – key comments include there was a perception that the commercial sector makes decisions without including councils; some of the issues were probably not Canterbury specific; and there was current work on a Request for Proposal (RFP) to do a thorough scope of the work. It was estimated this project would be completed in 6 – 12 months.
13. QUESTIONS / GENERAL BUSINESS
Mr Jim Harland referred to the hand-out 'NZ Transport Agency Update' and updated the Committee on a couple of issues. He mentioned the map showing progress with Roads of National Significance, in particular that the tendering process for the Northern Corridor has begun. He expects this will be awarded in April or May 2016. Work on the Western Belfast Bypass is going according to plan and the Harewood roundabout was working well.
Mr Harland noted construction was progressing well with the Mingha Bluff works. In terms of freight he noted that there was a 14-20% improvement in productivity with 30% of freight being moved on high productivity motor vehicles. He said there was a steady demand for new 50MAX equipment with over 95% of local councils allowing 50MAX access. It was hoped that during 2016 more councils will sign up to ensure communities have access to the safety and productivity benefits provided by 50MAX.
Mr Harland spoke about the Safe System Approach and Visiting Drivers Project. Statistics are not yet available to see whether there have been fewer overseas drivers involved in crashes.
A large project initiative launched late in 2015 was the AA’s Visiting Drivers Training Programme. This allows visitors to see real-world examples of driving environments and road rules in New Zealand, even before they get behind a wheel here. There are also videos in different languages for the various visitor markets, including Chinese, Indian, German and US.
There is also work being done on scheduling the road safety engineering programme with activities such as multiple visitor driver rest areas and upgrades to tourist signs.
Lastly, Mr Harland announced that almost five years after the earthquake that shut down the city’s CBD the NZ Transport Agency relocated its Christchurch office back into the Central City. He was pleased that NZTA was one of the first government agencies to move back into the city.
14. CLOSURE The meeting closed at 4.38pm.
CONFIRMED
Date Chairperson 7
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Canterbury Regional Transport Committee
Information Item Agenda item number 8 Date 29 April 2016 Uber Regional Land Transport No Plan Issue? Author Shannon Boorer, Endorsed by Steve Gibling, Senior Strategy Programme Manager, Advisor Environment Canterbury
Title
Overview of Uber in Canterbury
Purpose
To provide the Committee with an overview of the Uber ridesharing model and their introduction to Canterbury.
Background
Representatives from Uber will attend the meeting to provide the Committee with an overview on the following issues: 1. Ridesharing outline: the deployment of underutilised personal vehicles to provide rides a. Overview and background to Christchurch launch 2. Impact on cities a. Economic opportunity b. Safe, reliable and affordable transport options c. Improved connectivity d. Future mobility 3. Implications for policy makers a. Appropriate regulation b. Better administration
Recommendations
That the Committee: 1. Receives the report for information.
Attachments
Ridesharing safety
RTC paper, 29 April 2016 Page 1 of 1 10
Item 8 Attachment 1
RIDESHARING SAFETY
Ridesharing is the use of underutilised personal vehicles to provide rides. Uber is a technology platform that connects registered riders to partner drivers at the tap of a button in almost 400 cities worldwide.
Ridesharing with Uber is safe, reliable and affordable. Here are just some of the ways we have used smart technology to improve safety and satisfaction for both riders and drivers.
BEFORE YOU RIDE
Driver checks. Prospective drivers receive a criminal background check from the Ministry of Justice and a driving history check from the New Zealand Transport Agency. Applicants must have no criminal convictions and no record of reckless driving or drink-driving behaviour.
Vehicle checks. All vehicles hold a current Warrant of Fitness issued by an accredited inspector. Vehicles must be a four-door model and no more than ten years old.
Rider registration. Riders register their name, email, mobile number and payment details through the Uber app. The rider is unable to make a request until they provide these details, and Uber does not permit anonymous rides.
Insurance. All uberX ridesharing trips are covered by a US$5 million contingent liability insurance policy in addition to the driver maintaining their own car insurance.
Fare estimate. Riders enter their pickup details into the app. An automatic fare estimate is available on request. Riders have absolute discretion to accept or reject the fare prior to entering the vehicle. When a driver accepts the request, the app displays the vehicle location and estimated time to arrival.
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DURING YOUR RIDE
Pickup. Ridesharing trips are not anonymous. The app provides the rider with the name, photograph, vehicle model and registration of the driver, and provides the driver with the name of the rider. Drivers are not supplied the identity or destination of the rider until they enter the vehicle, preventing discrimination on the basis of gender, race or destination.
En route. The Uber app provides GPS guidance to the driver. The rider can monitor their progress in real-time, and share their ETA with friends or family via the two-touch SafetyNet function. Riders may also divide the fare between multiple riders via a “split fare” feature.
AFTER YOUR RIDE
Payment. The Uber app transmits trip information to servers that calculate the fare. The app then facilitates a cashless and automatic transaction from the rider to the driver. Automated transactions make fare evasion or cash robbery virtually impossible.
Receipt. The rider is emailed a receipt containing an itemised breakdown of the fare and a map of the route taken. Uber can adjust the fare in the event of a dispute.
Feedback. The rider and driver mutually rate one another via a five-star rating system. It is a condition of using the Uber platform that drivers maintain a high rating. Poor performing drivers or abusive riders are promptly identified and investigated.
Support. Both parties may provide feedback through the app, and Uber’s 24/7 support team acts on feedback swiftly – often within minutes. These systems ensure an ongoing quality control check that delivers excellent rider and driver satisfaction.
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Canterbury Regional Transport Committee
Information Item Agenda item number 9 Date 29 April 2016 Refresh of RLTP Regional Land Transport Yes 2015-25 Strategic Plan Issue? Context Author Lorraine Johns Endorsed by Steve Gibling, Principal Advisor Programme Manager, Environment Canterbury
Title
Proposed refresh of the Canterbury Regional Land Transport Plan 2015-25.
Purpose
To recommend for Committee approval, replacement pages for the strategic context section of the RLTP 2015-25.
Value proposition
The RTC and the Mayoral Forum requested a variation to the strategic context of the RLTP with a view to it better aligning with the Canterbury Regional Economic Development Strategy, so that it reflects a more multi-modal and integrated philosophy.
At the August 2015 meeting of the RTC the Committee approved an approach to this project and appointed a sub-committee to oversee it. This report now presents the recommended changes to the RLTP, endorsed by the sub-committee, in line with the above objectives.
These changes, once approved by the Committee and the Regional Council, will result in an RLTP that better promotes the benefits of future investment in Canterbury; especially with regard to minimising transport costs for freight and meeting the future transport needs of communities.
Recommendations
That the Committee: 1. Notes the extensive process this change has followed, including: a. the establishment of the Project Sub-Committee, which met four times, including representatives from Kaikōura, Hurunui, Timaru and Selwyn District Councils, Christchurch City Council, Environment Canterbury and the New Zealand Transport Agency
RTC paper, 29 April 2016 Page 1 of 5 13
b. the establishment of the Project Management Group, which met four times, including representatives from Hurunui and Timaru District Councils, Christchurch City Council, Canterbury District Health Board, Canterbury Development Corporation, Spokes Canterbury, KiwiRail, Environment Canterbury and the New Zealand Transport Agency c. three rounds of stakeholder engagement including one-on-one interviews, three sector workshops across the region and written submissions d. Meetings held with Regional Transport Committee Chairs and senior staff across all South Island regions; 2. Approves the replacement pages for the strategic frontend of the RLTP, subject to further minor presentation and editorial changes; 3. Requests that the Chair of the RTC contact each of the submitters to acknowledge the changes made as a result of submissions; 4. Recommends that the Canterbury Regional Council approves the replacement pages as a variation to the Canterbury Regional Land Transport Plan 2015-25 and forwards the variation to the New Zealand Transport Agency; 5. Notes the need to review the objectives and policies in the Plan prior to or as part of the completion of a formal Plan review required by the Act by June 2018 6. Notes that the Canterbury Regional Council will work with the New Zealand Transport Agency to ensure that the principles of the Business Case Approach are applied in the review of the Regional Land Transport Plan.
Discussion
Background
The primary role of the RTC is to prepare a Regional Land Transport Plan (RLTP) every six years and review it every three years. Environment Canterbury (ECan) is required to forward the RLTP to NZTA who review each RLTP nationally against the Government Policy Statement on Land Transport (GPS), and then announce which activities in each region will receive central government co-investment.
Drivers for Variation to RLTP
In May 2015 the RTC asked ECan to lead a refresh of the front end of the RLTP to better support the implementation of the Canterbury Regional Economic Development Strategy and enable a more integrated and multi-modal planning approach into the future. The refresh also presents an opportunity to add a more comprehensive discussion of the issues and opportunities in the region, which is currently missing.
The RTC noted their preference for an approach that replicates how the Canterbury Water Management Strategy is being delivered; that is, at a local level with meaningful engagement that grasps local issues and factors these into a regionally consistent strategic approach.
RTC Paper, 29 April 2016 Page 2 of 5 14
Objective
The aim of the refresh of the current strategic front end of the RLTP (essentially the first 15 pages) is to replace it with a more comprehensive version that is supported by key stakeholders across Canterbury. Ultimately this should provide a clearer line of sight between long term objectives and short term local interventions, including regionally agreed integrated multi-modal approaches that help transport providers work with each other to identify and prioritise suitable activities in the short, medium and long term.
The objectives, policies, priorities, and remaining parts of the RLTP were out of scope. These will require review and realignment once the new strategic context is agreed, and this should occur in the period prior to or as part of the formal review of the RLTP late in the 2017/18 financial year.
The Canterbury Regional Transport Committee aspires to achieve an integrated multi-modal transport system for the Canterbury region, and this is therefore reflected in the revised front end of the RLTP. Given the observed trends and the emerging issues identified, a multi- modal, integrated system will best enable economic growth as well as support the social and environmental wellbeing of the region. Because the movement of people and freight do not recognise the boundaries between territorial authorities, a collaborative, inter-regional approach to transport planning is also important.
Process overview
As outlined in successive progress reports, the refresh project used a three-stage engagement process. It was overseen by a sub-committee of members appointed at the August 2015 RTC meeting and was supported by an officials group that provided technical oversight. Both groups met four times and the project has been delivered on time.
The first stage of engagement involved face to face meetings and telephone interviews with over 30 stakeholders identified by the project sub-committee. Stakeholders were provided with information on a range of transport drivers and were asked to reflect on these and any other issues of concern to them. The discussions were not constrained by this information, however, and were kept open to allow issues and perspectives to emerge freely. Based on the feedback provided, the sub-committee approved a preliminary working document as the basis for the second stage of consultation.
The second stage of consultation involved three sub-regional workshops in Amberley, Timaru and Christchurch. The purpose of the workshops was to test and further develop the working document content, as well as give stakeholders a positive sense of involvement in the process. The workshops provided stakeholders with opportunities to discuss their understanding of the context, issues and challenges, as well as debate what role the RTC should play in the future. The feedback that emerged from the workshops provided the sub- committee with a basis for further development of revised text shared with stakeholders, where written comments were invited.
The final third stage of consultation was held for five weeks from early March to early April. Nine organisations provided written comment, from a list of some 50 who were invited to do
RTC Paper, 29 April 2016 Page 3 of 5 15
so. This is considered an acceptable level of feedback given the extensive consultation that took place up to this point. Most organisations who provided comment offered only minor suggestions for amendment to the text, and all were, generally speaking, supportive of the text. Almost all the amendments sought were incorporated in the final text in one way or another.
What has changed?
The replacement pages in the attachment, developed over a seven-month period and with three consultation phases, have created what the sub-committee believes to be a far more comprehensive and strategic front end to the RLTP. It outlines in more detail our population, our economic structure and our transport system. It explains in a deeper way the drivers of change in our transport system and our relationship with the rest of the world. This is then used as the basis for defining the foreseen issues and challenges, for which the RTC’s 2012 RLTS was used as the previous basis.
But it is the final section, “Strategic response”, that reveals the key changes that have come about as a result of the process. Stakeholders want to see the RTC reach out more to our neighbouring regions and other transport providers as a way to integrate the transport system and deliver multi-modal solutions to meet the identified future challenges in a way that is affordable to communities as well as industry. Stakeholders expressed concern at the current lack of integration across transport providers and operators, and the current means of progress towards a multi-modal system for moving freight, and to some extent, people. The strategic response points towards the RTC reaching out to our neighbours and to other transport entities.
In the short term this requires the establishment of meaningful and worthwhile structures for collaboration and knowledge sharing with these entities, so that a clearer view of freight and people flows to and from the region into the future can be gained. This will then enable opportunities to be seen around integration and multi-modal solutions and potentially lead further to joint investigations and ultimately, potential investment and delivery of better outcomes. Better integration of business-as-usual programmes and activities are also likely to be a benefit of closer collaboration between transport entities, where project schedules, priorities and objectives can be aligned to deliver better public and private value from investment.
Next steps Following approval of the replacement pages, the RTC must recommend them to the Canterbury Regional Council so that a formal variation to the Canterbury Regional Land Transport Programme 2015-25 can be made, as required by section 18D of the Land Transport management Act 2003. Once approved by the Regional Council, it then forwards it to the NZTA. Since the variation is not significant it is unlikely that the NZTA will need to vary the National Land Transport Plan.
RTC Paper, 29 April 2016 Page 4 of 5 16
The replacement pages also now create the need for the objectives and policies in the RLTP to be revised, since the current objectives and policies do not reflect the strategic response objectives around integration and multi-modal development. This work will create a framework for evaluating future transport responses and activities proposed by RTC member organisations, as well as other entities, so it is important this completed in time for the start of the formal RLTP review required by the Act within the six month period prior to the end of the 2017/18 financial year. ECan will work closely with NZTA to ensure that the principles of the Business Case Approach are applied in the review of the Regional Land Transport Plan.
Attachments
Proposed replacement pages to Canterbury Regional Land Transport Plan 2015-25
RTC Paper, 29 April 2016 Page 5 of 5 17
Item 9 Attachment 1
Draft strategic context to Canterbury RLTP Replacement for pages 2-15 of the current RLTP. See current RLTP at http://ecan.govt.nz/publications/Plans/RLTP-2015.pdf
1. Introduction
This Regional Land Transport Plan, known as the RLTP, has been prepared by the Canterbury Regional Transport Committee, a joint committee of all the councils in the region as well as the New Zealand Transport Agency1. The Committee is convened every three years by the regional council following local body elections, and has a membership and role prescribed by the Land Transport Management Act 2003. RLTP development is the primary role of the Committee and is a requirement of each region of New Zealand. It is part of the nationwide process in which local and regional councils work together to apply for and receive government investment in their land transport activities2 for the coming three year period. RLTP’s also include planned expenditure by the New Zealand Transport Agency on any State Highways that run through a region. The Regional Transport Committee membership represents only a fraction of all the transport providers that collectively deliver transport. Road hauliers, KiwiRail, maritime operators, the ports and airports all move significant volumes of people and freight every day yet they have no role in the Committee. There is also a broader group of associated providers, like public transport operators, taxi companies and parking building providers that also play a significant role in transport provision. Therefore, improving communication and collaboration across the sector to enhance co-ordination and integrated decision making will be a key focus for the Committee in the coming years. Section 2 of this document presents the strategic context for the Canterbury transport system. This sets out the trends and drivers in the transport sector now and into the future. Section 3 then presents current and future issues that are foreseen as a result of the strategic drivers, and the associated challenges these raise for transport providers. Section 4 sets out the response the Committee plans to make, following the logic developed from the foregoing context, drivers, issues and challenges. The strategic response is not a detailed list of all the activities planned, but rather a description of the overall response that the Committee feel is necessary to meet the region’s needs into the future. Sections 2 to 4 represent a variation made to the RLTP in May 2016 to align it with the Canterbury Regional Economic Development Strategy3 published in August 2015, as well as broader sector consensus on the need to plan in a more holistic and coordinated way that best serves the wellbeing of Canterbury and its broader contribution to the nation.
1 The Canterbury Regional Transport Committee has also co-opted specialist advisors to represent public health, economic development, safety and environmental sustainability interests. 2 These activities can include the planning and delivery of new roads, road maintenance, cycle facilities, public transport facilities and services and so on. Typically government meets 50% - 60% of the total cost of agreed council land transport activities, depending on the council, and using an agreed methodology to establish a Financial Assistance Rate (FAR). The FAR for State Highway activities is 100%. 3 See http://ecan.govt.nz/publications/General/CREDS-2015-08.pdf 1
18 It is intended that the objectives and policies section, and the rest of the Plan will be reviewed through 2016 and 2017 so that any changes to activities can be made as part of the formal review required during the six months prior to the end of the 2017/18 financial year4. Prior to a recent change in legislation, the Canterbury Regional Land Transport Strategy 2012- 42 set out a vision for the Canterbury transport system. The strategy involved extensive public consultation across the region over an 18 month period and was re-tested in the post- earthquake environment to ensure it remained valid. Accordingly, the Regional Transport Committee remains committed to the vision that: Canterbury has an accessible, affordable, integrated, safe, resilient and sustainable transport system.
This vision remains the over-arching goal for the Committee and will guide future relationships across the sector, as well as future planning and investment. To help achieve this vision, the RLTP sets the direction for the Canterbury transport system for the next 30 years.
Accordingly, this plan:
- outlines the economic, social and spatial context in which the transport system operates;
- identifies regional transport issues and challenges anticipated over time;
- describes how these challenges will be met; achieving the vision and objectives through policies, measures and investment priorities over time;
- includes a regional programme of proposed land transport activities for the next 6 years (2015/16 – 2020/21) and prioritises significant new improvement activities; and
- provides a ten year financial forecast of anticipated investment and revenue for the region’s land transport activities.
This RLTP will enable a more comprehensive and integrated approach to meeting regional transport challenges by laying the foundations for a more collaborative planning and investment environment that involves all transport providers. It will also support moves to advocate for legislative and policy change where the Committee feel it is needed, as well as secure investment for the region’s transport system to ensure Canterbury maximises its potential and contribution to national wellbeing.
4 See section 18CA of the Land Transport Management Act 2003.
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19 2. Strategic Context
This section describes the key features of the Canterbury situation relevant to the future planning of our transport system. It includes explanation of our diverse rural and urban populations and economic structure, and our current transport system. This is then expanded to describe our relationships to the rest of New Zealand and to the rest of the world.
Our region Our People
The Canterbury region is New Zealand’s largest by area, second largest by population, home to 562,900 people5 and the most populous in the south island. Christchurch is located centrally in the region and at the 2013 census was New Zealand’s second largest city. The greater Christchurch area is the main population centre. The Canterbury region is composed of nine territorial local authorities6: - Kaikōura District (population 3,640, 0.6% of Canterbury) - Hurunui District (12,000, 2.1%) - Waimakariri District (52,300, 9.3%) - Christchurch City (356,700, 63.6%) - Selwyn District (46,700, 8.3%) - Ashburton District (32,300, 5.8%) - Timaru District (45,400, 8.1%) - Mackenzie District (4,300, 0.8%) - Waimate District (7,810, 1.4%)
The total population of the Canterbury regional council area is projected to grow by, on average, 0.9 per cent a year between 2013 and 2043, slightly higher than the average national growth rate of 0.8 per cent a year. But only three territorial authorities within the region will meet or exceed the national growth rate: Selwyn district (2.2 per cent), Waimakariri district (1.3 per cent) and Ashburton district (0.9 per cent).
In the remaining six territorial authority areas, average annual population growth rates are projected to be between zero and 0.7 per cent. On this projection, Canterbury’s population will increase from around 560,000 to 730,000 between 2013 and 2043, with nearly half of that growth occurring between 2013 and 2023. Canterbury’s population growth contributes 14 per cent of the national growth rate.
Canterbury is projected to continue to be New Zealand’s second most populous region (after Auckland), hosting 13 per cent of New Zealand’s total population.
5 Statistics New Zealand 30 June 2013 population estimate. 6 Whilst the portion of Waitaki District north of the Waitaki River lies in Canterbury, for the purposes of transport planning, Waitaki District is considered part of the Otago region. 3
20 Our Economy
Canterbury’s economy expanded more than any other region (30.9%) between 2009 and 2014. This was partially due to strong construction and recovery activity following a series of major earthquakes in 2010 and 2011. This compares to 22.4% growth over the same period for New Zealand as a whole. In 2014, Canterbury contributed 13.1% of national GDP and had the second-largest GDP increase by region after Auckland (10.6%, compared to 6.7% for New Zealand overall). In per capita terms, GDP is currently $53,054 per year in Canterbury, compared to $48,944 per year for the rest of New Zealand7.
The earthquake rebuild is currently a major driver of economic activity in Canterbury. However the underlying economy, which is not temporary in nature, has been growing, with some sectors outside of construction performing well despite the earthquake disruptions.
Between 2008 and 2012 the hinterland agricultural economy’s real GDP grew by 30% (from $758m to $983m) driven by increased contributions from Ashburton, Selwyn, Hurunui, Timaru and Waimate districts. Dairy volume expansion over the decade to 2010 was worth $590 per person in the Canterbury region compared to $270 in Waikato. The estimated net farm gate contribution of irrigation on Canterbury’s GDP increased from $335m in 2003 to $1,394m in 2012, driven by expansion in areas with access to irrigation from 287,000 to 444,777 hectares and an increase from gross margins per hectare associated with access to irrigation.
Manufacturing is also a key component of the Canterbury economy, particularly transport and machinery equipment, food and beverage. Christchurch is the manufacturing hub, with particular strengths in machinery and equipment manufacturing and chemical, minerals and metal manufacturing.
Tourism is another key aspect of the Canterbury economy and provides a pivotal role in the wider tourism offering of the south island. Airfares and international tourist spend now outstrips dairying as New Zealand’s prime source of export earnings, quoted in Statistics New Zealand data as $13.5 billion8. In Canterbury, whilst the Christchurch industry continues to rebuild following the earthquakes of 2010 and 2011, the remainder of the region has performed strongly and emphasises the need for good transport links between Christchurch and other key tourism destinations across Canterbury and in neighbouring regions.
Transport plays a key role as enabler for each sector of the regional economy. Efficient and effective transport for the movement of inputs and outputs of these sectors, as well as for service industries and employees, plays a critical role in economic productivity, keeping costs down and contributing to international competitiveness. This is crucial for New Zealand as a trading nation some distance from our main markets.
Our Transport system
Land
Canterbury is well serviced by 14,220 km of council owned and operated local roads established over generations by local authorities to provide access to rural land, visitor
7 Source: Statistics New Zealand, 2014 figures. 8 Source: Tourism Industry Association and Statistics New Zealand, Tourism Satellite Account 2015.
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21 destinations and small and large settlements. These networks are a mix of unsealed and sealed roads, mainly with two lanes but in busier urban centres like Christchurch, Ashburton and Timaru, four lane roads to manage volumes efficiently and safely.
Area % share of regional % share of Road density population regional road (length / land network by length area) Kaikōura 0.6 1.3% 0.10 Hurunui 2.1 9.2% 0.17 Waimakariri 9.3 9.8% 0.70 Christchurch 63.6 14.8% 1.66 Selwyn 8.3 15.8% 0.39 Ashburton 5.8 16.9% 0.43 Timaru 8.1 10.8% 0.63 Mackenzie 0.8 4.5% 0.10 Waimate 1.4 8.4% 0.38
State Highways - 8.4% -
Canterbury has 1,330 km of State Highways (owned and operated by the NZTA) that provide access between points of national significance, as well as providing inter-regional connections to Otago, West Coast and Marlborough. State Highway 1 runs north – south linking Picton to Bluff and in places north and south of Kaikōura is nestled between steep hillsides and the Pacific Ocean. The Christchurch motorways Roads of National Significance (RoNS) programme is underway in Christchurch and scheduled for completion by 2020. They will introduce significant journey time reliability improvements on State Highway 1, State Highway 74 and State Highway 76.
Public transport networks are provided in greater Christchurch and Timaru. The greater Christchurch network was severely impacted by the earthquakes of 2011 and continues to be disrupted by road repairs. The network has been re-designed to operate in a more efficient way and better serve the changes in land use that have merged since 2011, however land use change and workplace dislocations are ongoing, and this has impacted on public transport patronage, with numbers yet to recover to pre-earthquake levels. Outside of greater Christchurch and Timaru, rural public transport in the form of community vehicle trusts have emerged where scheduled buses services and taxi services are not sustainable. These community led initiatives make available a vehicle for booking and are partially supported, alongside fares, by the regional council through a local rate agreed annually by the community. Thirteen such trusts now exist across Canterbury and more are in various stages of development.
In most urban areas taxi companies provide on-demand private transport services. These offer an effective private transport option for people who enjoy the convenience of a private vehicle but do not wish to use or do not have their own. Aside from these point to point journeys, taxis can also form part of a multi-modal journey, for example as the final leg of a trip made primarily by plane, bus or coach.
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The region also has a Total Mobility scheme, which assists eligible people with impairments to access appropriate transport to enhance their community participation. This assistance is provided in the form of subsidised door-to-door transport services wherever scheme transport providers operate. Within Canterbury, Total Mobility services are available in Greater Christchurch, Ashburton, Timaru and Waimate. In each of these areas, a subsidy is currently set at 50 per cent of the fare up to a maximum of $35 per trip.
A significant amount of urban roads have bicycle facilities within the same corridor, either alongside traffic lanes or separated from them, alongside footways. In Christchurch, separated cycle paths are significant in places, with a further 13 under development through a $200m programme of investment in Major Cycle Routes.
Rail
The rail network plays an important role in transporting people and freight around the region, and from plant to port. Rail plays a significant part in moving large volumes of export products for key commodities within the south island.
There is 650 km of rail network across the region, with links north to Picton and south to Dunedin and beyond. The midland line provides a rail link through the main divide to Greymouth and points in between. These lines are primarily used to move freight in the form of coal from the west coast to the port of Lyttelton, as well as a range of other containerised products and logs. Passenger services operating primarily as scenic visitor experiences also operate daily year round between Greymouth and Christchurch; and seasonally between Picton and Christchurch. These form an important part of the tourism landscape in the region.
Air
Christchurch International Airport (CIAL) is the tourism gateway to the South Island and provides a significant contribution to both the Canterbury region and the South Island as a whole, with the total airport operation employing over 5,500 employees across a diverse range of companies.
An economic assessment in 2012 identified that Christchurch Airport contributed to the generation of $1.8 billion in regional GDP, representing 7.1% of the total GDP in the Canterbury region and supported employment for 9.7% of the region’s workforce. CIAL is seeking to grow the economic development of both the region and the South Island, through pursuing growth in airlines visiting Christchurch and international passengers holidaying in the South Island and through being a catalyst to growing the wider South Island visitor economy.
There is also a commercial airport in Timaru located 12.6km north of the city. It is the main airport in South Canterbury, with daily flights between Timaru and Wellington. Timaru airport has the capacity to take more flights and larger aircraft, including for freight.
Sea
Lyttelton Port of Christchurch (LPC) provides handling and stevedoring services for containers and bulk cargoes. The container trade has grown significantly in recent years and the port handles a large proportion of the south island’s imports, with Christchurch being a major distribution centre. The port is also equipped for bulk cargoes and is the biggest coal export port
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23 in New Zealand. The port is also a key part of the Christchurch International Airport supply chain receiving and storing jet fuel that is trucked to the airport. LPC operates two inland port sites in Christchurch at Woolston and Rolleston. The port itself is undergoing a significant rebuild following extensive damage as a result of the earthquakes. Reconfiguration and expansion forms part of this rebuild, including consideration of the potential future return of cruise ships which are a key component of the regional tourism offering.
Port of Timaru (PrimePort) also has significant port infrastructure including large areas and particularlycold stores. Container handling facilities and services in partnership with the Port of Tauranga are available. Port of Tauranga offers a feeder service to the extensive global services operated from Tauranga. The Port of Tauranga also operates an inland port at Rolleston that provides a container feeder service to the Port of Timaru. PrimePort also handles dry bulk and break bulk cargo, and is a key import and export gateway for bulk liquids including fuel and inputs to food processing. PrimePort also handles logs and timber products, as well as large volumes of ocean fish, meat exports, fruit and vegetables and of course dairy products.
Inter-regional connections
Links to neighbouring south island regions and the north island are of major importance to south islanders, and for the flow of road freight and domestic and international visitors. State Highway 1 provides links north to the Marlborough District and Picton; and south into the Otago region. State Highways 7 and 73 link Canterbury to the west coast. State Highway 8 is also a key route linking visitors to central Otago and Queenstown. These routes are characterised by two lane highways with occasional passing lanes through a range of challenging geography that exposes them to natural and weather hazards.
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24 Rest and scenic lookout areas are provided in some places, recognising the role these routes play linking visitors to destinations across the region and beyond. There are some concerns around the movement of pedestrians in these areas adjacent to high speed roads, and measures such as signage, layout design and the NZTA-led Visiting Drivers Project are aimed at mitigating these risks to the extent possible. Rail transport in Christchurch consists of two main railway lines carrying largely long-haul freight, as well as two long-distance passenger trains. The Main North Line runs from Christchurch along the east coast and through Kaikōura and Blenheim to Picton, connecting with ferries from Picton to Wellington. The Main South Line runs from Lyttelton through Christchurch and along the east coast of the South Island to Invercargill via Dunedin. The ports and airports also play an important role in connecting Canterbury to other regions. LPC is a significant destination for rail freight and handles a large proportion of the south island’s imports. PrimePort partners with the Port of Tauranga, making it part of an inter-regional integrated network that extends from Whangarei to Timaru. Christchurch International Airport provides a gateway to the south island for visitors and Timaru Airport provides a direct connection between South Canterbury and Wellington. International links New Zealand’s economy is heavily reliant on international exports, however given our distant markets, shipping costs form a large proportion of the total cost of export products. Our distance also introduces a time factor that is important for certain products, such as tourism services and perishable foods, so each link in the export logistics chain needs to be efficient and effective to keep costs down, as well as be reliable. Christchurch’s airport provides the south island’s only direct access to long haul destinations, with links to Singapore, China, Australia and Fiji. Increasing the number of carriers flying direct to Christchurch boosts the regional economy, as well as that of the rest of the south island. Achieving this offers the dual benefit of opening up new long haul air cargo destinations for high value low volume time sensitive export products such as sea food, meat, fruit and flowers. To promote this, transport providers have a role in making the transport system a safe and attractive component of the overall south island offering, and by supporting the airport to remain an attractive proposition for international carriers. Over 15% of international visitors hire a vehicle at some stage during their stay in New Zealand9, with increasing numbers from China and Japan in particular. This figure is likely to be higher in Canterbury due to the distances between south island destinations. Catering for all overseas visitors by ensuring routes are safe and well sign posted, and supported by information, education, and appropriate infrastructure (such as public toilets and appropriate places to stop and take photos or look at scenery), is an essential part of delivering a world class south island experience and maintaining the safety of the road network. Christchurch and Timaru ports both have facilities to cater for international ships, however currently Lyttelton provides the main gateway to international ports of call. As part of the Lyttelton Port Recovery Plan, plans are underway to rebuild the port after much of its
9 International Visitor Survey: Transport. YE September 2015. http://nzdotstat.stats.govt.nz/wbos/ 8
25 infrastructure was extensively damaged after the 2011 earthquake. Ultimately the Port will cater for increased land side handling and storage facilities and the capacity to handle larger ships, as is the trend internationally towards ships capable of carrying in excess of 15,000 TEU10. Channels to the berths will also be widened and deepened to accommodate larger ships. The Port of Timaru exports a large proportion of Canterbury’s exports goods via the Port of Tauranga. This is set to grow as the Port of Tauranga, New Zealand’s largest port, uses Timaru as a feeder service for its large container ships. Whilst smaller than Lyttelton, Timaru Port is also a major exporting contributor particularly in recent times with log exports and containers.
Strategic drivers of the transport system International and domestic economy
Economic activity is a driver of demand in the Canterbury transport system, whether it be for the local, regional, inter-regional, inter-island or international movement of people and goods. People moving to, from or between workplaces and the movement of commodities and products are important components of the regional economy and the way in which these needs are met has implications for productivity and community wellbeing. An attractive, effective transport system can also be a key factor in attracting skilled labour to the region, both in terms of the overall amenity of public spaces but also the ease with which people can get around for leisure, education and work purposes. Canterbury’s ageing demographic profile suggests the attraction and retention of skilled labour to support economic growth will be an important component of the overall strategy to secure the future wellbeing of the region. Journeys to workplaces by private vehicle, often combined with delivering children to school, are a key driver of peak demand. Where demands become concentrated, such as along key corridors, longer journey times result, safety issues emerge, environmental impacts worsen and traveller frustration grows. The most common means of travel to work on the 2013 census day for people in Canterbury was driving a car, truck or van (79.8 percent of people who travelled to work used this form of transport). Over 19 percent of households in the Canterbury Region have access to three or more motor vehicles, compared with a little over 16 percent of all households in New Zealand11. The supply of inputs to businesses in the region and the delivery of their products for domestic and international consumption is also a key function supported by the transport system. Whilst the number of freight journeys is smaller than the number of trips made by people, they are an important function supporting a strong economy, which contributes positively to broader community wellbeing. New Zealand relies on trade with distant markets, with the cost of freight added to the price of our exports and imports. Canterbury is central to this, with around 13%12 of New Zealand’s commodity export earnings passing through Christchurch International Airport and Lyttelton Port. Ensuring key journeys to and from these points are efficient, effective and
10 TEU is the unit of measurement of the capacity of a container ship and stands for twenty foot equivalent unit, i.e. a forty foot container equals 2 TEU’s. 11 http://www.stats.govt.nz/Census/2013-census/profile-and-summary-reports/quickstats-about-a-place.aspx 12 Source: Stats NZ : Exports for Overseas Cargo (fob NZ$): New Zealand Port by Country of Destination, Commodity (HS2) and Period 9
26 responsive to changing circumstances is therefore important. The affordability of our own domestic consumption of fast moving consumer goods, durable goods and major appliances, whether produced domestically or overseas are also supported by an efficient and effective freight transport system. According to analysis completed as part of the South Island Freight Plan, overall freight activity in Canterbury is forecast to increase by 85%13 by 2042, with most growth occurring by 2027, driven by increases in liquid milk, manufactured dairy, general freight, aggregates, concrete and limestone, cement and fertilizer. Most movements (88% of tonnage) will begin and end within the region, translating to 940,000 more 44 tonne truck trips per year based on current patterns of use. Currently 92% of all freight is moved by road and this is set to remain under current trends. Whilst this represents forecasts using best available information, international and domestic conditions will continue to shape the types, proportions and quantities of products the region imports and exports to and from the rest of New Zealand and internationally. Whilst the international demand for New Zealand dairy products in recent years has shaped Canterbury rural land use and created new transport demands on the network, such international trends can shift over time and see new land uses emerge, with new transport demands. A responsive and flexible transport system, enabled by appropriate and timely monitoring and planning is therefore important to ensure economic development and growth is supported. The strategic response section of this RLTP discusses further the need for collaboration across the sector to enable a responsive planning and investment framework. High Productivity Motor Vehicles (HPMV) and an associated permit system make available a way for higher freight volumes to be transported without the need for an equivalent increase in truck trips, making road transport more efficient, effective and productive. This initiative allows for the movement of trucks over 44 tonnes on certain parts of the network under a permit system, so that vehicles, roads and structures can be assessed prior to their use, ensuring safety is maintained and strength and maintenance implications for roads and structures are understood and addressed. There has been a dramatic jump in the uptake of high productivity motor vehicles across the country. As HPMVs provide average productivity gains of between 14-20%, it is estimated that this level of high productivity travel has avoided around 10-15 million kilometres of standard heavy truck trips per quarter, providing commercial savings of between $20 - $30 million. So while HPMV trips are increasing, standard heavy truck trips show a corresponding decline. Key bridges on the strategic road network are a particular concern with regard to increased truck numbers and weights. Whilst the HPMV system will accommodate some of the forecast growth in freight volumes, increasing heavy vehicle numbers over time on the road network are an inevitability. Combined with the age of some of the region’s key structures, and a heightened awareness of our need for resilience to natural disasters; bridge renewal, strengthening and improvement are a key strategic issue for the region. In a similar way, factors outside the transport system can drive urban land use change; such as the need for new housing or industrial developments. However, it is important that the transport implications of location choices are well understood and factored into decision making. In the greater Christchurch area, the Greater Christchurch Urban Development Strategy provides a forward view of land use change over time and enables a long term transport planning approach
13 Draft South Island Freight Plan, July 2015. 33 million tonnes in 2012 to 61.2 million tonnes in 2042. 10
27 to be followed, potentially itself driving land use change by allowing for long term infrastructure developments to take place that achieve the multi-modal objectives sought in this Plan.
Population change
The Canterbury population is projected to grow by 166,300 people by 204314. Most growth will take place in the greater Christchurch area (Waimakariri, Christchurch and Selwyn districts), with also some significant growth in the Ashburton District. In the remainder of the region, population growth will be very flat or in some districts marginally declining by 2043. Such growth will place demands on all aspects of service provision, and not least the transport system in terms of domestic freight growth and people movement. However, evolving technology, information provision and peoples changing attitudes to how they meet their travel needs will mean current approaches to meeting these needs must change. There is emerging evidence internationally, such as in the USA15, supported by recent trends in New Zealand around the age young drivers complete their journey through the graduated driver licensing system, that young people today, especially in urban areas, are making less use of private vehicles and instead make use of technology to access transport services, or even replace the need to travel. The emergence of innovative shared vehicle ownership models, ride sharing, hire schemes and mobile technology that enables on-demand transport services may also improve the efficiency of the network and ultimately slow the growth in peak period journeys. Increasingly these market led solutions will compete with the markets local and central government serve through public transport provision and change the way publicly provided infrastructure is used by the public and commercial operators. It will be important that public agencies are enablers of positive change, as well as provide appropriate regulation where public funds, and safety and security of the travelling public are at stake. A key feature of the changing age profile will be the increasing numbers of people aged 65 years and over. By 2031, one in four of Canterbury’s residents is projected to be aged 65 and older. In eight of ten districts, the percentage is projected to be higher than this, with around a third of the usually resident population over 65+ in the Waimate, Timaru, Mackenzie and Kaikōura districts. Whilst these numbers are not large, they represent a challenge for local councils in terms of funding, but also a broader issue of ensuring communities remain connected and able to use the transport system to access their daily needs. Older people in the future will not be the same as the older people of today. Trends suggest they will on the whole, be healthier for longer into old age and still able to enjoy physical activities and be out and about. Many may also continue to work past the age of 65. Active travel, public transport and increased inter-peak traffic movements may all become important issues as we see a growing older generation, perhaps less inclined or able to continue driving but nevertheless assertive of their need to have independent mobility and access to all of the opportunities the rest of society enjoys.
14 Statistics New Zealand 30 June 2013 medium population projection. 15 Transportation and the New Generation Why Young People Are Driving Less and What It Means for Transportation Policy. Benjamin Davis and Tony Dutzik, Frontier Group Phineas Baxandall, U.S. PIRG Education Fund. April 2012. 11
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International and Domestic Visitors
Visitors to Canterbury declined in the immediate aftermath of the Canterbury earthquakes, but are recovering and very recently exceeded pre-earthquake levels, due mainly to an increase in domestic visitors. Visitor numbers are projected to increase as the rebuild of the Christchurch central city continues, including the provision of more visitor accommodation and attractions. There were 3.09 million international visitors to New Zealand in the year to November 2015, the highest ever annual total. The number of both domestic and international visitors is forecast to increase by over 30% to 5.72m guest nights by 202016. Tourism is an important part of the New Zealand economy, its direct contribution to GDP is 3.7%. The biggest changes in international visitors by country of residence between the years ended November 2014 and 2015 were in arrivals from: China (up 87,400 to 344,900), Australia (up 71,300 to 1.32million) and the United States (up 21,100 to 240,000). Australia, China, the United States and the United Kingdom were New Zealand’s biggest visitor sources, contributing over two thirds of all arrivals in the November 2015 year. Within this there has been an increase in the number of Free Independent Travellers (FITs) touring New Zealand. Traditionally domestic tourists made up the bulk of FITs, however there has been a marked increase in the amount of international FITs who hire campervans and rental cars and drive. Based on the 2014 international Visitor Survey, driving in New Zealand is part of the visitor experience for 68% of visitors. Christchurch International Airport Ltd is the international gateway to the South Island for many of these visitors.
16 Christchurch and Canterbury Tourism Visitor Forecasts 2014/15 to 2019/20. 12
29 Christchurch is an international gateway to the south island, providing direct access to and from major cities in Australia, China and Singapore. As well as Christchurch attractions, visitors use the city as a stepping stone to other parts of the region and the south island. Ensuring safe and efficient links between Christchurch and the tourism offerings of the South Island is important. Meeting the self-drive and other travel needs of domestic and international tourists visiting Canterbury is an important contribution the transport sector makes to the regional economy, by providing safe access to key attractions and supporting a positive overall visitor experience. As such, efforts to improve the visitor experience and increase the actual number of visitors is of strategic significance to the Canterbury economy. Since increasing visitor numbers direct from overseas cities increases the number of wide bodied jets flying into and out of Christchurch, which in turn provides capacity to promote and export long haul, high value, time sensitive goods, such as sea food, fresh meat, flowers and other perishables. The NZ Transport Agency’s Visiting Drivers project aims to improve road safety for domestic and international visitors, while maintaining New Zealand’s reputation as an attractive and safe tourist destination. The project has a focus on Otago, Southland and the West Coast regions where visiting drivers make up a significantly large proportion of the traffic in these major tourist destinations. However, many of the project initiatives especially in information provision will benefit visitors across the country including in Canterbury. Where possible, the lessons learned from the Project can be used in other areas as part of the usual Transport Agency and local council road safety initiatives. Technological change
Advances in technology are having a significant impact on the movement of people and goods, the impacts of transport and the ways in which people and goods move around. This can change the cost of travel and impact on transport networks, road safety and the environment. Vehicle technology is developing at an extremely rapid rate, through both passive and active safety features and user assist technology. Vehicle to vehicle and vehicle to infrastructure and new manufactures catering for various price points within the market. History shows that these changes can be positive and negative, and emerge gradually over a long period of time or be “disruptive”, making existing technology redundant over a very short timeframe. Whilst transport providers and the Regional Transport Committee have little or no control over these emerging technologies, it is important that their implications are understood and planned for so that local, regional and national policy is amended appropriately and investment is properly directed where necessary to realise the benefits. Technological change is largely driven by consumer demand for cheaper, new and improved products and services. National, regional and local bodies have a role in enabling these benefits, whilst protecting the public good through regulation and enforcement. The following table captures most of the current emerging technological trends in general terms and outlines how these may drive changes in our transport system. It indicates the types of responses that will likely be needed by public bodies and other transport providers.
Implication for Transport Technology Impact of Resulting Change Providers
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30 Vehicle automation Enhanced road safety Less investment required in Enhanced network capacity road safety over time (e.g. takes control of vehicle in If fully autonomous changes the Transport related industries and certain situations, to varying way mobility is achieved infrastructure needs (e.g. degrees) fundamentally parking replaced with drop-off) Reduced consumer costs Less revenue into the National Fuel efficient engines Reduced emissions Land Transport Fund Reduced fuel excise revenue Role in EV charging / alternative Reduced consumer costs fuel infrastructure Alternative fuel vehicles Reduced emissions Less revenue into the National Reduced fuel excise revenue Land Transport Fund
Potentially less investment Lower cost private transport required in road network On-demand transport services Reduced vehicle ownership improvements over time Reduced fuel excise revenue Less revenue into the National Land Transport Fund Consistent journey times Delayed or avoided investment Smart Motorways Reduce congestion in capacity increases Better incident management. Information changes consumer Traveller information systems behavior. Potentially less investment required in transport improvements over time
Vulnerability to hazards
Canterbury has a new understanding of the exposure it has to natural hazards since the earthquake sequence of 2010/11. Whilst the transport network proved to be resilient through the earthquakes in greater Christchurch, potential future earthquakes, floods, tsunami and land slide are all hazards that can be expected to have serious impacts on transport infrastructure across the region. In rural areas where route choices are fewer their impact may be felt more keenly thereby restricting the movement of people and goods to support communities more so than in the urban areas of the region. Network outages of weeks, months and even years are possible, making the need for long term alternative arrangements a realistic possibility. The Canterbury Lifeline Utilities Group, in association with transport providers, undertakes investigations to reduce infrastructure vulnerability and improve resilience. This work can lead to physical improvements to infrastructure, scheduled with other work, as well as response plans in the event of natural disasters. Weather hazards, such as fire, snow and flood can also interrupt the normal operation of the transport system and result in outages for days and possibly weeks. Having response plans in place and the capability to respond quickly can effectively minimise impacts upon the community and economic wellbeing.
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31 3. Issues and challenges
When considering transport drivers in the current regional, inter-regional and international context, a number of issues emerge; and with them transport challenges. These are outlined below and enable short, medium and long term priorities to emerge that inform the strategic response described in section 4 that follows. Canterbury is a diverse region with varying geography and a unique economic and demographic mix. Whilst town and country rely on one and other for ongoing wellbeing and prosperity there are unique challenges in each that require an appropriate transport response at the local level. The following issues and challenges capture the key strategic factors facing the region into the future and where appropriate note particular urban or rural factors. Issue - Maintaining and enhancing accessibility
The primary purpose of transport is to provide opportunities for the movement of people and goods. Accessibility refers to the potential to reach destinations and mobility represents the ability to travel freely to and from destinations. Most people living in Canterbury enjoy a high level of mobility, which is largely met by high levels of car ownership and use. This mobility enables key social and economic benefits including access to work, education and recreational opportunities. Market research confirms that most people living in the region place a high value on their level of mobility and, furthermore, expect their future mobility needs to continue to be largely based around the motor vehicle.
In urban areas some people choose to access the places they need to by means other than private car, such as by walking, cycling, public transport and taxi. This can lead to conflicts between modes that can have profound implications for safety, travel time and the further uptake of these beneficial transport options. There is also the potential for conflicts to also arise in rural area, for example where cyclists make use of state highways. The separation of these modes from private vehicles is increasingly seen as a way to support their growth and complement capacity upgrades to the roading system.
Integration problems and conflicts can also occur between traffic in urban areas when catering for access to local destinations on strategic roads, such as motorways and expressways, illustrating that whilst access to destinations in itself is a positive outcome, it can have adverse implications for other road users.
Key Challenge
Maintaining current levels of accessibility and mobility for most Cantabrians and enhancing accessibility for those who are currently disadvantaged because of poor levels of mobility.
Issue - Providing transport options
The use of private vehicles currently dominates the way that most people meet their transport needs and as vehicle numbers grow in line with population and demographic changes, current travel time delays and congestion will rise overall, despite targeted infrastructure investment at key locations that unlock access to new development and ease chronic localised congestion. For the future well-being of the region, it is important that a range of transport options are
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32 available enabling people and businesses to access what they need in the way of goods, services and activities.
Many regard improving public transport, better utilisation of rail and increased provision of cycling and walking infrastructure as significant issues facing the region. For many people, especially those in rural areas including rural towns, these options are not always readily available. Low density and dispersed population centres make providing attractive and affordable public transport services extremely difficult, requiring innovative approaches to be explored, such as community vehicle trusts that provide on-demand shared transport options delivered within and by the community. Ageing communities and the need to access centralised health care facilities may open up opportunities for collaboration between public agencies in recognition of where the costs and benefits of travel fall.
Some sectors of the community are “transport disadvantaged” in that they are faced with a lack of choices because they have limited access to a car or other transport options. Access to some goods and services can be enhanced through integrated land use measures, changes to the way services are provided or through the utilisation of communications technology. Such initiatives can play a significant role in determining overall levels of accessibility. Providing for accessibility is considered more important than providing for mobility.
Key Challenge
Supporting, and in some cases supplying, a range of transport and non-transport options to ensure the accessibility needs of all people and businesses can be met.
Issue - Supporting freight growth
The efficient movement of goods and people is essential to support the region’s economic wellbeing. Although the region’s economy is expected to continue to diversify over time, industries such as agriculture and forestry that have significant freight requirements will continue to play major roles.
Over the next 25 or more years, freight volumes to, through and from Canterbury are expected to almost double. Without intervention, the majority of freight (92%) will continue to be moved on the state highway and local roading network, with only 6% moving by rail and only 1.6% moving by coastal shipping. However, through this Plan multi-modal options will be sought where these make sense. Investigation is necessary to understand what the opportunity is for these other modes, whether it be for the movement of international or domestic freight within the region.
Increasing the number of trucks alone is not a sustainable option for meeting the forecast growth in freight volumes and managing their effects. Aside from the network impacts, driver shortages and road maintenance costs are a significant issue. At a system level for example there is the potential to consolidate freight volumes moved from rural areas by truck at strategic points in the network. Transporting them onward by rail or coastal shipping is then made possible so long as travel time, volume and distances are such that these options are financially advantageous for producers.
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33 Currently, the growth is partially being met by increased heavy vehicle mass and dimension limits through the new High Productivity Motor Vehicle (HPMV) rule. The proportion of heavy vehicles operating on HPMV permits is high and growing. The mass is increasing with vehicles operating at mass between 55 and 60 tonne now common place and this is likely to continue to increase. A resilient road network that has the capacity to cope with these HPMV mass limits and an overall increase in heavy vehicles is a challenge. Much of the Canterbury transport network is not designed for this increase in heavy vehicles and increasing failures or restrictions are resulting.
There is a lack of integration between the road, rail and shipping sectors which can make it difficult to effectively plan in a multi-modal way for the region’s future transport needs, particularly in light of the forecast increase in freight movements. Without intervention the majority (92%) of freight will continue to be moved on road networks with the rail share predicted to drop from 6% currently to 5% in the next 20 years. A key focus of the RTC will be to bridge the gap between sectors by bringing their views and knowledge together to enable joined up planning and investment decisions.
Key Challenge
Ensuring the region’s transport system effectively supports economic development and growth in freight volumes by taking a multi-modal and integrated approach.
Issue – Supporting domestic and international visitor growth
Canterbury and the wider south island offer wonderful visitor experiences that equally present the region and our neighbouring regions with economic growth opportunities. Ensuring visitors have an enjoyable, value for money and safe experience on transport networks is paramount to the reputation of the region and ongoing growth in visitor numbers. Airport and cruise ship links, information, education and facilities provided in a seamless way are each important features of the visitor experience.
An additional 1.3 million domestic and international visitor guest nights in Canterbury are forecast by 202017. Many of these will be self-drive visitors travelling in and around urban and rural parts of the region and into neighbouring regions. 15% of international visitors are known to self-drive during their visit to New Zealand.
Key Challenge
Developing the transport system to support domestic and international visitor growth and ensure the safety of visitors and other road users.
17 Visitor Forecasts 2015. Christchurch and Canterbury Tourism. 17
34 Issue - Funding and affordability
Investment is essential for maintaining existing transport infrastructure and delivering improvements to the region’s transport system. The ongoing implementation of the One Network Road Classification (ONRC) system provides a basis for prioritising such investment.
The increase in freight growth and subsequent increase in heavy vehicles is resulting in an increasing rate of road asset consumption with many roads failing prior to their design lives. Bridge capacity and age is also becoming an emerging issue. This increases the demands on limited funding to ensure a network that is both fit for purpose and resilient.
The increase in vehicle fuel efficiency, electric vehicles and smarter recording of Road User charges has made transport more affordable for users, but has almost flat-lined Government road tax revenue. This is not sustainable in the long term so alternative funding mechanisms need to be developed.
In light of these and other factors, the Government has highlighted the need for non-asset solutions, demand management and intelligent transport systems (ITS) to ensure future demands can affordably be met18. However, some of the region’s transport plans have not been fully realised because of funding constraints. Additionally, some parts of the region have relatively small populations that find it difficult to raise sufficient revenue to afford the levels of transport investment desired by the community. A particular issue exists on rural council owned roads where heavy vehicle damage is not adequately covered by the revenue (Road User Charges) gathered from heavy vehicle operators.
Key Challenge
Delivering high quality transport options that meet the needs of all Cantabrians in an affordable manner within the funding available.
Issue - Managing private household vehicle traffic growth
Projected increases in household numbers coupled with the current trend of high household car ownership is contributing to an increase in the demand for travel and the use of private cars, particularly in urban areas, and especially across Greater Christchurch. While traffic congestion can cause delays which impose an economic cost to the region, it can also help manage travel demand by influencing trip timing, land use decisions and encouraging the use of a mix of transport modes such as public transport, car-sharing, cycling and walking.
Key Challenge
Effectively managing traffic growth to ensure that accessibility is maintained and that the region’s economic performance is not adversely affected.
18 New Zealand Infrastructure Plan 2015. 18
35 Issue - Improving road safety for all road users
Approximately 40 people die on Canterbury roads and nearly 300 people are seriously injured on average every year in Canterbury. Although the number of fatalities arising from road crashes has generally decreased since the 1970s, in recent times crashes resulting in fatalities, hospitalisation and injury have increased. Improvements in vehicle safety over recent years has had a significant effect on reducing the fatality rate in crashes although this technology is slow to impact the safety of the transport system due to the high average age of Canterbury light vehicle fleet (with lower safety star ratings).
These contrasting trends suggest that whilst improving vehicle technology has the capability to significantly reduce fatalities and injury severity (data demonstrates that the survivability of a crash in a higher safety star vehicle almost doubles compared to a lower one), high numbers of accidents are still occurring.
Crashes impose a considerable social and economic cost on the region, our health system and the economic sustainability of a community. The current trend of increasing levels of motorbike ownership is also likely to increase overall exposure to risk. Accident numbers may also increase as the population ages. Canterbury’s highest risk factor is intersections. The region faces particular issues with high numbers of casualties associated with:
Loss of vehicle control or head on crashes (33% of all fatal and injury crashes) Intersection crashes (47% of all fatal and injury crashes) High and growing numbers of cycle crashes, (9% of all fatal and injury crashes)
In some cases, measures that have improved safety for motorists have had unintended consequences by reducing the safety of people using other transport options such as walking and cycling.
Antisocial use of motor vehicles is also an issue that has received much media attention and requires a cultural change in attitude toward responsible driving behaviour and a shared responsibility for road safety. A multi-agency approach is essential to achieving this culture change, with education and enforcement by the Police an essential complement to engineering for safer roads and roadsides by Road Controlling Authorities.
Key Challenge
Improving safety outcomes for all transport users.
Issue - Use of the transport system has implications for the population’s health
While high levels of car ownership and mobility provide people with some health benefits, such as access to medical services, motor vehicle dependence has been linked to increased levels of physical inactivity and obesity. Air and noise pollution from vehicles can also have significant health impacts on people that are exposed to them for long periods.
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36 Although there are demonstrable health benefits of active modes of transport such as cycling and walking, market research indicates that most people do not see a strong link between transport policies and public health issues.
Key Challenge
Ensuring transport makes a positive contribution to the health of Cantabrians.
Issue - Managing the environmental impacts of transport
The use of motor vehicles and development of transport infrastructure has significant impacts on the environment including air pollution, dust, greenhouse gas emissions, visual intrusion, storm water run-off, noise and vibration.
Transport is responsible for approximately 20% of New Zealand’s greenhouse gas emissions and is one of the sectors that has seen ongoing growth, increasing by 69% between 1990 and 2013. As a consequence of the close links between population increase, economic growth and transport demand, Canterbury has experienced an increase in transport related carbon dioxide emissions from motorised transport.
The government’s policy direction for transport over the next decade is set out in Connecting New Zealand. Connecting New Zealand summarises a number of direction-setting documents for the transport sector, including the National Infrastructure Plan, the Government Policy Statement on Land Transport Funding, and the New Zealand Energy Efficiency and Conservation Strategy. In turn, these policy documents also drive regional and local transport policy.
Incentives and research are underway in the areas of new fuels and technology, vehicle fuel economy labelling, improved efficiency of commercial fleets and encouraging forms of transport that are less carbon intensive. The Ministry of Transport has begun investigating the potential role for Government to encourage increased use of electric vehicles in New Zealand and in the meantime has extended the exemption for light electric motor vehicles from the requirement to pay road user charges from 2013 to 2020.
Local Government also has a leadership role in promoting electric motor vehicles. In 2015 Christchurch City Council commenced a feasibility study into the replacement of its 350 vehicle fleet with electric vehicles. Environment Canterbury also runs four hybrid-electric vehicles as part of its 190 vehicle fleet.
Key Challenge
Maintaining and improving levels of access and mobility in an environmentally sustainable manner.
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37 Issue - Network security
The ability of the region to withstand a hazard, such as flooding or a seismic event is an important consideration for maintaining the integrity of the region’s transport system. A number of transport links in Canterbury face extremely challenging construction and maintenance issues particularly along the Kaikoura Coast, through the alpine passes and across some of the major rivers. Many of these links provide lifelines to neighbouring regions and are of national social and economic importance.
Canterbury has a high number of ageing bridges which are susceptible to damage and will require upgrades over the next 30 years. Furthermore, the increasing size, and frequency of heavy vehicles are exacerbating road maintenance issues on the region’s extensive local road network.
Climate change is expected to have impacts on the region’s transport infrastructure, particularly by generating more severe weather events such as flooding. In the long term, sea level rise could impact on land use and transport infrastructure, particularly in low-lying coastal areas. There will be a major impact on the rail network because much of the South Island’s main trunk line is located in low-lying coastal areas.
Increasing levels of interconnectivity between transport infrastructure and other infrastructure sectors, for example the communications sector supporting new transport technologies, makes the network security challenge more complex than it has been in the past. A greater level of collaboration and understanding of cross-sector risks is required to manage network security.
Key Challenge
Minimising the risk of disruption on key regional and inter-regional transport routes.
Issue - Meeting the transport needs of dispersed communities
The type and form of land use development that has taken place in the region has significant impacts on the transport system. Dispersed land use patterns are typically linked with high levels of motor vehicle ownership, use, and dependence since factors such as the lack of availability of other transport options, affordability and distance to neighbouring towns and services make motor vehicle use the only realistic transport option.
Conversely, concentrated land use is more commonly linked with lower levels of car ownership and use and higher levels of active transport and public transport patronage. The Canterbury region, particularly outside Christchurch, is characterised by a relatively dispersed population with low density communities that are often more reliant on motor vehicles to travel.
Key Challenge
Future land use development occurs in a manner that social and economic needs can be met most efficiently and affordably.
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38 Issue - Oil supply security and fuel price volatility
The transport sector is highly reliant on imported oil supplies. Over the next 30 years it is expected that oil prices will rise in real terms (subject to the highs and lows of economic cycles) as access to relatively cheap oil supplies diminishes. The resulting fuel price increases and volatility are likely to have significant social and economic impacts. Key export generating industries in the New Zealand economy including tourism and timber, dairy and meat exports are vulnerable to such impacts given most freight movement takes place by road. Although an increase in oil prices is expected to accelerate change from petroleum-based vehicles to alternative fuels and engine types, the transition is expected to take decades.
The price and supply of oil also affects road maintenance costs because bitumen is derived from crude oil. Alternatives for road surfacing such as concrete are not currently affordable.
Key Challenge
In the short term, ensuring the region is resilient to energy supply and fuel price volatility. Over the longer term, moving towards a transportation system that is less reliant on oil.
Issue - Managing the transport impacts of anticipated population change
By 2043, the region’s population is expected to grow from approximately 563,000 to over 729,00019. Most of this population growth is expected to occur within Greater Christchurch. This growth will create additional demands on the transport system. However, some parts of the region that already have relatively low populations are not experiencing population growth, such as parts of South Canterbury.
The proportion of people aged 65 and over is expected to increase significantly towards 2031, with 1 in 4 people in urban areas 65 or older and 1 in 3 people in some rural areas. An ageing population is expected to lead to increasing personal mobility issues, demand for public transport services and raises some road safety issues, as older people have a higher risk of being injured in road crashes. Social isolation is also of real concern for older people who might lose their personal mobility for a range of reasons, including the affordability of transport options.
Key Challenge
Predicting and meeting the needs of a changing population and providing transport that enables access to these.
19 Statistics New Zealand medium project using estimated resident population at 30 June 2013 as a base.
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39 Issue - Uncertainties about international technology trends
Technological innovations have the potential to change transport demand and the way that people travel. Examples that may emerge over the next 30 years include wider availability of electric vehicles, alternative fuels, improvements in vehicle safety, telecommunications and traveller information.
Further development of electric vehicles or alternative fuels could help reduce the country’s dependence on imported oil supplies. However, the mass adoption of electric vehicles is dependent upon the car industry supplying affordable technology comparable with conventional vehicles in sufficient numbers and a change in purchasing habits by New Zealand motorists. Increasing automation of vehicles and in particular driverless vehicle technology (e.g. driverless cars, unmanned aerial vehicles) has the potential to disrupt industries in the same way that the internal combustion engine did at the start of last century, with significant benefits to society.
Key Challenge
Positioning the region to take advantage of iterative technological advances and being aware of the possibility and likelihood of more disruptive technological advances so that strategy and investment plans can be amended appropriately.
Issue - Earthquake recovery
Earthquake impacts present an additional and ongoing challenge for the region, placing demands on the Greater Christchurch transport system which the system was not designed to meet. This includes the repair of physical damage to roads and pipes, the relocation of residential dwellings and businesses, and related land use change.
Key Challenge
Managing traffic issues as a result of short to medium term land use change whilst targeting major investment on long term strategic network priorities arising from permanent land use changes.
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40 4. Strategic Response
The Canterbury Regional Transport Committee aspires to an integrated multi-modal transport system for the region. Given the observed trends and the current emerging issues the Committee believes a multi-modal, integrated system will best support economic growth as well as the social and environmental wellbeing of the region into the future.
Delivering multi-modal freight solutions in the right circumstances will support the cost-effective movement of goods to and from the region, supporting economic growth, employment and managing the community impacts of freight movement. Supporting the take up of multi-modal people movement options will also support freight efficiency, whilst also managing network congestion, improving productivity, public health and lowering the public and private costs of transport. Monitoring and reacting to changes in trends will be important to ensuring solutions are timely, affordable and fit for purpose.
Whilst the Committee only represents road controlling authorities across the region, it is the only publicly accountable organisation with a regional perspective that represents the interests of the wider community in transport. Accordingly, the Committee envisages taking a leadership role in creating a more collaborative environment across the whole transport sector, so that strategy, planning and investment in every transport mode, whether for freight or people, is more cohesive and aligned to the long term vision of the region.
The Committee will also work more closely with neighbouring Regional Transport Committees than has been the case before. In addition to sharing many common issues and leveraging local expertise for the good of the wider south island, this collaboration is necessary given the movement of people, especially visitors; and freight, do not recognise the boundaries between local government areas.
The Committee will continue to work closely with the New Zealand Transport Agency to deliver the roading system but will also work more closely with other central government agencies essential to delivering the vision such as the Ministry of Transport and Kiwirail. Others, such as the Ministry of Education and the Ministry of Health, as well as District Health Boards, also have a key role to play and the Committee will engage with them too on relevant issues of joint interest.
In the short term the Committee will focus on establishing the structures necessary for collaboration across the sector, ensuring they provide a meaningful way for all transport entities to come together, communicate and share knowledge. In tandem with this, knowledge sharing will enable a greater understanding of the flow of people and goods across the region into the future, as well as nationally and internationally, opening up avenues for detailed investigation and potentially new investment opportunities.
The opportunity also exists through this approach to align business as usual programmes of work, where they can be integrated to leverage better outcomes for public and private sector investment and the continued growth of the region.
Whilst these actions sit outside of the formal role of Regional Transport Committees prescribed by the Land Transport Management Act, the Committee believes these actions will ultimately deliver better value to local communities, national transport investment and private sector productivity and growth.
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41 The Committee will also maintain its role and formal responsibilities under the Act for prioritising land transport investment in the regional roading system. Using the One Network Road Classification system developed jointly with the NZTA, local authorities will continue to maintain and improve the roading system to support the vision of this Regional Land Transport Plan. In this respectthe Committee continues to support a strategic response for the roading system that:
Looks after what we have through cost-effective road maintenance and renewals Finishes what we started, like the RoNS programme Focuses investment on strategic priorities while enabling local priorities Provides more travel choice for people over time, and Does things smarter, by making efficient use of existing infrastructure.
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Canterbury Regional Transport Committee
Decision Item Agenda item number 10 Date 29 April 2016 Portfolio Transport Regional Land Transport Yes Plan Issue? Author Len Fleete, Endorsed by Steve Gibling, Strategy Advisor, Programme Manager, Environment Environment Canterbury Canterbury
Title
Variation to Canterbury Regional Land Transport Plan 2015 : Timaru District Accelerated renewal street lighting LED conversion project
Purpose
To amend the Regional Land Transport Plan pursuant to section 18D of the Land Transport Management Act 2003 (LTMA). The RTC may prepare a variation to its regional land transport plan during the 6 years to which it applies if the variation addresses an issue raised by a review or good reason exists for making the variation.
A variation may be prepared by the RTC at the request of an approved organisation or the New Zealand Transport Agency or on the RTC’s own motion.
The RTC must consider any variation request promptly.
The provisions of LTMA that apply to the preparation of a full regional land transport plan apply with the necessary modifications to a variation of a regional land transport plan. Consultation is not required for any variation that is not deemed significant in the criteria set out in the RLTP or arises from the declaration or revocation of a State highway.
Final approval of the variation rests with Environment Canterbury. RTC is recommending a course of action to Environment Canterbury to vary the Plan.
Recommendations
That the RTC:
1. Considers the requested variation for Timaru District Council Accelerated street light LED conversion to be non-significant;
RTC paper, 29 April 2016 Page 1 of 5 43
2. Agrees to vary the Regional Land Transport Programme 2015-18 by adding the proposed activity, Timaru District Accelerated Street Light LED Conversion, to Appendix A ‘Activities included in the Canterbury Land Transport Programme’; and
3. Recommends this variation to Environment Canterbury for its consideration.
Key points
The variation has been requested by Timaru District Council (an approved organisation).
The variation is not significant and therefore does not trigger the need to consult.
Attachments:
1. Report from Timaru District Council
RTC Paper, 29 April 2016 Page 2 of 5 44 Item 10 Attachment 1
Attachment 1.
AGENDA ITEM NO: SUBJECT MATTER: REQUEST TO VARY THE REGIONAL LAND TRANSPORT PROGRAMME 2015 – 2018: TIMARU DISTRICT ACCELERATED RENEWAL STREET LIGHTING LED CONVERSION
RLTP MATTER: Yes REPORT BY: Andrew Dixon, Timaru District Council
ENDORSED BY:
Purpose
Timaru District Council has requested a new project be added to the Canterbury Regional Land Transport Programme 2015 – 2018 (the RLTP), to be carried out this financial year. This relates to the Timaru District Accelerated Street Light LED Conversion project at a three year cost of $390,000. The committee needs to decide whether to make this variation to the RLTP, and whether the proposal triggers the significance policy as set out on page 17 of the RLTP. This report sets out information on this project and the RLTP variation process, in order to enable the Canterbury Regional Transport Committee (RTC) to consider this request.
RECOMMENDATIONS
That the Canterbury Regional Transport Committee: 1. considers the requested variation for Timaru District Council Accelerated street light LED conversion to be non-significant; 2. agrees to vary the Regional Land Transport Programme 2015-18 by adding the proposed activity, Timaru District Accelerated Street Light LED Conversion, to Appendix A ‘Activities included in the Canterbury Land Transport Programme’; and 3. recommends this variation to Environment Canterbury for its consideration.
Attachments None
Background
The Timaru District Council is seeking financial assistance funding from the New Zealand Transport Agency to invest in an accelerated renewal LED conversion programme to convert sodium vapour street light luminaires on the local road network to LED luminaires.
RTC Paper, 29 April 2016 Page 3 of 5 45
An accelerated renewal LED conversion programme will contribute towards the strategic priorities and objectives outlined in both the Government Policy Statement 2015/16-2024/25 and the Timaru District Council’s Long Term Plan 2015-2025.
Investment in LED technology for street lighting presents many benefits. The LED technology significantly reduces the amount of energy consumed by street light installations in areas where low traffic volumes that require a relatively low level of illumination. In addition to reduced energy consumption, street light whole life maintenance costs will also be reduced significantly due to the reduced rate of failure, and the elimination of the need to change lamps within the luminaires on a regular basis. Therefore the main benefits for an accelerated LED renewal programme can be attributed to reductions in energy consumed and efficiencies gained in the reduction of maintenance related activities on the street light network.
A district wide street light audit was undertaken in September to November 2015 to build upon existing data held within the Timaru District Council’s RAMM street light database. This audit has confirmed the status of the street light network, and provided information on the total energy consumption of the street light network, including areas where an accelerated LED renewal programme will be most effective.
It is proposed that Timaru District Council fund a three year programme 2015-18 of $390,000 ($130,000 per annum) to accelerate the renewal of street lights with LED’s. This activity is eligible for financial assistance from NZTA ($202,800) subject to the project being included in the RLTP.
POLICY RELATING TO SIGNIFICANCE
The Regional Transport Committee has adopted the following policy to determine significance in respect of variations made to the Regional Land Transport Programme (as set out on page 17 of the current RLTP):
“Providing the variation has not occurred as a result of the need to undertake emergency works or adjust the programme in response to the effects of earthquake recovery, variations to the Canterbury Regional Land Transport Programme will be deemed significant:
• If the overall expenditure within any activity class increases or decreases by more than 20% (from the level set when the Canterbury Regional Land Transport Programme was last adopted), or
• If activities or groups of activities with a value of over $5M are removed from the Canterbury Regional Land Transport Programme, or
• If state highway activities or groups of state highway activities with a value of over $5M are substituted within the Canterbury Regional Land Transport Programme, or
• Any other variations the Canterbury Regional Transport Committee deems to be significant by way of a resolution.”
RTC Paper, 29 April 2016 Page 4 of 5 46
The proposal does not trigger any of the provisions of the significance policy. As the activity is not deemed ‘significant’, it can be included in the RLTP as an amendment without the need for public consultation.
RTC Paper, 29 April 2016 Page 5 of 5 47
Canterbury Regional Transport Committee
Information Item
Agenda item 11 Date 26 April 2015 number Regional Land No Transport Plan Issue?
Author Jenny Dickinson, Endorsed by Jim Harland, Principal Regional Regional Director Southern, Advisor, Southern, NZTA NZTA
NZ Transport Agency Update Purpose
The purpose of this paper is to provide an update to the Committee on the following Transport Agency work:
ROADS OF NATIONAL SIGNIFICANCE (RoNS)
Christchurch Motorways - A Roads of National Significance Project
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48 Northern Corridor
• The tendering process for the Northern Corridor project has begun. Two joint ventures teams (a Fulton Hogan team and a Downer team) have been selected to provide bids for the alliance. Both teams submitted their tenders on Tuesday 5 April and a preferred tenderer will be announced by Wednesday 11 May and we hope to formally award the contract at the end of June. • The Christchurch City Council (CCC) has included the Northern Arterial Extension and the Cranford St Upgrade in their Annual Plan. Funding will not be confirmed until the end of June when their plan has been through consultation. • The multiparty funding agreement between CCC and the Agency for our Northern Corridor projects is progressing and will be finalised by end of June. • Shortly we will be approaching selected Redwood residents who are next to the alignment, whose homes may be affected by noise. We are asking for their agreement to carry out noise testing with in their homes to determine if they qualify for additional noise mitigation in bedrooms facing the motorway. • An enabling works contract worth about $3 million was awarded to Downer is now underway. This job includes service relocation and preloading on the Belfast Rd over-bridge approaches.
Western Corridor
Western Belfast Bypass • The Prime Minister John Key visited the site on 17 March 2016. The PM was briefed at a number of locations along the site following a safety induction briefing • A public drop-in centre has now been opened at the southern end of the site • A new drone video of the project was posted on the website in March and this is due to be re- flown in the next week. • Work on this project is on target to be completed early in 2018 as planned. All targets by contractor Fulton Hogan are being met or exceeded.
The Prime Minister, the Rt Hon John Key, and Matt Doocey MP for Waimakariri, is briefed on Western Belfast Bypass progress by project manager Geoff Griffiths, Regional Director Southern Jim Harland.
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Groynes to Sawyers Arms • The Greywacke Road extension is now open to traffic. • All traffic was moved onto the northbound lanes in March. Unfortunately, the right turn into Clearwater needed to be closed and this was not well received by Clearwater residents and users. This has now been sorted out. • Access to the properties on the east side of Johns Road and Stella Close is via detours and a temporary service lane and this has also caused some complaints, but we are managing it. • Work on the southbound lanes is going well. The contractor hopes to have the Clearwater Roundabout finished by the end of the year. • We expect this project to be completed in the middle of 2017.
Harewood to Avonhead Park • A stakeholder open day is being planned by the contractor and team. • Work on the Harewood Road roundabout, carriageway and cycle underpass, is well underway. A site visit for the local school is being organized. This section of the project should be completed by November. • Work on the Wairakei Road intersection will start when the Harewood Road intersection is complete. We expect this work to be finished by mid-2017. • The change over to the temporary larger signalised roundabout at Russley/Memorial went well and the new layout is receiving lots of positive feedback. The communications of this change receive a lot of comment from the media and the public. Over 150,000 saw this information on social media alone. Our main stakeholders are happy with the success of this change and associated campaign.
• The Avonhead Road/Russley Road intersection has been closed to traffic on the west side. Left in and out access will be maintained on the west (airport) side in the meantime to facilitate construction. • We still have legal issues to resolve at the Southern Airport Access site. We are dealing with various parties to see if it can be resolved without having to go to court. There is still a risk that we may have a major delay and associated cost increases. We started work on this land on 14 April. • The whole project is planned to be completed by April 2018.
SH1/Pound Rd /Barters Road Intersection • The construction work was expected to start this financial year. However a land owner is causing delays. We are progressing with compulsory acquisition under the PWA.
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• Service relocation is being arranged and we will tender the construction soon with advice that access to one parcel of land may be late in the contract.
Broughs Road • Detailed design is underway and we continue to consult with affected land owners. • We are planning a visit to the community board in early June. • Construction will start early in the 2016/17 season.
Southern Corridor
Christchurch Southern Motorway Stage 2 • The Board has approved funding for CSM2 and tendering has begun. • We advertised for Statements of Interest for the construction contract in February and received submissions from 4 contractors. We have since evaluated their attributes and advised 3 successful contractors that they can pick up documents and plans to commence tendering. The tender closes in June after the Northern Arterial preferred tenderers is advised, on 11 May 2016. • By effectively using the Public Works Act, the majority of actual land purchases are now either complete or very near to completion. The remaining outstanding interests are all accesses or rights of way. It is now unlikely that property acquisition will delay construction.
Construction Construction Project Stage Start finish
Northern Corridor
Consenting 2016/17 Northern Arterial 2019/20 Specimen Design (enabling 15/16)
Western Corridor
Western Belfast Bypass Construction May 2015 2017/18
Johns Road - Groynes to Sawyers Arms Construction Sept 2014 2017/18
Johns Road - Sawyers Arms to Harewood Complete Jan 2013 Mid 2014
Russley Road - Harewood to Avonhead Construction Mid 2015 2017/18 Park Russley Road - Avonhead to Yaldhurst Complete 2011 May/June 2013 (Four-laning only)
Carmen Road - Yaldhurst to Waterloo Complete Jan 2012 Late 2014
Southern Corridor
Christchurch Southern Motorway Stage 1 Complete Jan 2010 Dec 2012
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Christchurch Southern Motorway Stage 2 Detailed Design Late 2016 2019/20
Regional Accelerated Programme
Mingha Bluff • Construction is progressing to program. • Mingha information and delays will be featured in the Winter Travel campaign. • A second traffic detour across the rail lines in likely in April/May.
One Network Road Classification (ONRC)
The ONRC and associated customer levels of service are designed to help us plan, invest in, maintain and operate the road network in a more strategic, consistent and affordable way throughout the country. The ONRC is an important milestone in New Zealand’s transport evolution as its implementation will:
• provide a consistent view of the function and performance of the entire road network in a way that allocates risk differently depending on a roads function • enable benchmarking to take place to identify road controlling authorities that are providing the same services more efficiently. (This will subsequently lead to better decision-making and improved budget outcomes.) • inform better investment conversations based on the performance of the network to consistent criteria • identify data gaps that are impacting decision making • provide a stronger voice to the customer in deciding where money is invested in their transport network.
The nationally consistent framework provided by the ONRC will help improve activity (asset) management planning and investment choices, as well as maintenance and operational decision- making. Full implementation over the next three years will enable more transparent investment decisions that are linked to measurable customer outcomes.
What is the One Network Road Classification (ONRC)?
The ONRC has three parts, shown in Diagram 1 below. The classification system applies to existing roads and new roads. The first part provides a framework for categorising all public roads into six categories (and two sub-categories) based on their economic and social function within the national network. The road categories are: national (with a high volume sub-category), regional, arterial, primary collector, secondary collector, and access (with a low volume sub-category).
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Diagram 1: Three parts of the One Network Road Classification
The second part is a set of fit-for-purpose customer levels of service. These describe the customer experience each category of road should offer the road user, over time, so that the road performs its function within the national network. Provisional customer levels of service have been completed. Customer levels of service have been developed for travel time reliability, resilience, optimal speed, safety, amenity and accessibility. They will remain provisional until they have been fully tested to ensure they drive the right mix and quantum of operational maintenance and renewals investment.
The third part is a set of performance measures and targets for each customer level of service. These translate the customer levels of service into specific investment direction that can be incorporated into asset management planning and ultimately the maintenance and operations contracts of road controlling authorities. A key milestone was the recent endorsement of this performance framework by the Transport Agency and Local Government NZ Boards.
Use of the ONRC
Road controlling authorities have prepared transition plans on how they will implement the ONRC fully, set and close performance gaps and use this to inform requests for funding for the 2018-21 NLTP. The Transport Agency will use the ONRC to help optimise the next NLTP. We expect that all road controlling authorities will have applied the ONRC to their network, identified differences in customer levels of service, begun to include appropriate performance measures in contracts, and understood the financial implications of any significant changes as part of their land transport plans.
The ONRC will also help define the ‘fit-for-purpose standards’ referred to in the Funding Assistance Rates Framework that the NZ Transport Agency Board approved in October 2014. The framework states that NLTF revenue will only be used for the costs of undertaking or maintaining a land transport activity to achieve fit-for-purpose standards.
The Road Efficiency Group (REG) and the Transport Agency have undertaken a range of actions to support the successful implementation of the ONRC. These include workshops, communication updates, information requests, guidance materials to engage with the sector, developing the ONRC, and building understanding and capability. The services offered by Local Government New Zealand’s EquiP (Centre of Excellence) have contributed to the development of capability, and have worked through significant issues with approved organisations as they classify their networks.
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Over the period in the lead up to the 2018-2021 NLTP benchmarking data will be gathered to enable the development of performance targets and as a basis for informing investment decisions. Once the ONRC has been implemented, there will be an annual review process for three years. This process includes development of other measures, for example relating to environmental considerations and optimal speeds, as well as the setting and refining targets. The process will be informed by applying the measures in practice to provide insights enabling effective benchmarking. The Road Efficiency Group acknowledges that the measures will be refined over time with use and ongoing structured engagement with the sector.
Implementation of the ONRC will be a useful tool for all road controlling authorities in determining the level of investment needed for both new and existing roads to maintain customer levels of service. As data quality improves, road controlling authorities and the Transport Agency will be better placed to make investment decisions through the application of benchmarked data between road controlling authorities by road classification.
At our June meeting the Transport Agency will provide a full paper as a basis for a more in depth discussion of the ONRC.
Collaboration in Canterbury An important part of the Transport Agency’s collaborative discussions with local government are around implementation of the ONRC and its customer levels of service. The Transport Agency works collaboratively with local government in a number of other ways too, in the three key areas of network operations, asset management and service delivery. The attached map below shows some of these for Canterbury.
Road Efficiency Group achievements REG is a collaborative initiative by the road controlling authorities of New Zealand with three senior Transport Agency leaders and 4 from local Government. Its goals are to drive value for money and improve performance in maintenance, operations and renewals throughout the country.
REG’s successes include:
1. New business models established:
• Establishment of the Road Transport Unit with Local Government NZ’s EquiP. This unit provides direct support to the sector in implementing the ONRC, advanced activity asset management plans and collaborating with each other. • HNO has reformed its maintenance operating model with 23 Network Outcomes Contracts (NOC) in place aligned to new staff positions; savings and better maintenance quality have occurred (at least $160m over the last three year period). • Every road in NZ’s 96,400km network has been classified using the ONRC framework and every RCA has a transition plan in place. This plan sets out how the RCA will set policy goals for each part of the network, set customer levels of service and gaps which will inform investment requests in the 2018-2021 NLTP. • Investment signals are being worked on now by P & I for distribution in June 2016 based on 16 critical customer levels of service indicators.
2. Enhancing Activity/Asset Management Plans • Regional workshops throughout NZ explaining the expectations. • Meta data standards are being developed for the ONRC customer levels of service which will enable benchmarking by road function and RCAs and value for money. • ONRC framework being used to align Government, regional and local objectives by
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some authorities.
3. Smart Procurement • HNO’s NOC contracts. • Marlborough Roads. • McKenzie, Waimate, Ashburton and Timaru have put to the market joint maintenance contracts with the same levels of service, terms and conditions and duration resulting in significant savings. • Central Otago using DTIMS modelling to reduce maintenance by 13% (28% over proposed level of expenditure). • Queenstown Lakes District Council reducing renewals spend for the 2015-18 period compared to 2012-15 by 38% (a $7.8 saving).
4. Collaboration • Waikato RATA - a technical agreement between the 9 TLA’s across the Waikato region enabling improved asset management systems. Using funding from the NLTP, and also having an advocacy role, both P & I and HNO are actively involved in all levels of RATA management and delivery. • Creation of a centre of excellence for road asset planning. • Hamilton City Council (HCC) one network charter (NZTA, Waikato Regional Council, HCC). • BoP Futures - Aimed at investigating greater collaboration between councils and HNO across the BoP region, Agency staff are actively contributing the development of the project business case. This is still a work in progress. • Tairawhiti Roads – HNO and Gisborne District Council (GDC) have jointly tendered and let a single NOC contract for the state highway and local road networks. Demonstrating an ability to work collaboratively, the contract manager is an employee of GDC. • In the Central Otago region HNO, P & I and the 3 Councils annually carry out joint works programme tours to test and agree the most appropriate works programme and treatments. The benefit has been the sharing of best practice asset management practice between the parties, and considerable whole of life cost savings.
Since the Road Maintenance Task Force commenced its work in 2011 the indexed cost for maintenance has flattened. The period 2006/07 to 2009/10 indicated a significant increase in maintenance spend in actual dollars year on year and indexed costs. The results suggest the changes to the system by all RCA’s under REG leadership is working. At the same time the high level indicators of network performance (smooth travel experience, pavement integrity index, and condition index) have not deteriorated. Smooth travel exposure has increased maintenance due to state highways.
REG provides a governance and objective forum to influence the right value for money, safety and economic outcomes through a maintenance /investment focus. Pivotal to this has been the adaptation of the ONRC with its focus on customer levels of service. This has been supported by the Transport Agency funding the start-up of the Roading Unit with Local Government NZ’s EquiP Group, a focus on transition through comparing plans and sight work on meta data standards which will enable benchmarking by road classifications and RCA’s.
Collaboration between RCA’s is resulting in enhanced maintenance procurement, better value for money and engagement.
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Recommendations
That the committee:
1. Note the contents of this update.
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Canterbury Regional Transport Committee
General Information Agenda item number 12 Date 29 April 2016 Portfolio Transport Chair Dr Anna Stevenson, Public Health Advisor Author Len Fleete, Endorsed by Steve Gibling, Strategy Advisor, Programme Manager, Environment Environment Canterbury Canterbury
Title
Active and Passenger Transport Working Group Report
Purpose
Inform the Regional Transport Committee (RTC) about the work of the Active and Passenger Transport Working Group (A&PTWG). This report provides a summary of A&PTWG’s discussion at their last meeting (30 March 2016) and issues of relevance to the committee arising from that meeting.
Role of A&PTWG
The purpose of A&PTWG is to advise the RTC on technical matters, identify issues that require further investigation by RTC, and in some situations identify matters that can be addressed by RTC at a national level.
Recommendations
That the RTC:
1. Receives the Report.
Key points
Items discussed of direct concern to the RTC were:
Canterbury Active Transport (CAT) Forums: potential items for the future CAT Forum programme were discussed. A CAT Forum in May is being planned and Dr Catherine Elliot of Lincoln University will be invited to speak. Further topics to be investigated include Greater Toronto “improving health by design” report 9, The Big Move project and Smart Commute. Information about these projects can be found at the following links:
https://www.peelregion.ca/health/resources/healthbydesign/pdf/moh-report.pdf
RTC paper, 26 February 2016 Page 1 of 8 58
http://www.metrolinx.com/en/regionalplanning/bigmove/big_move.aspx
http://smartcommute.ca/
Another option involves looking at Transport for London initiatives.
Future CAT Forums could take on topics which reflect the community advisor responsibilities of the RTC (namely culture, economic, health, road safety and environmental sustainability).
Christchurch Travel Demand Management (TDM) project: The working group will contact the Christchurch Chief Executives Advisory Group to express its interest in the travel demand management coordinator role for Christchurch and to see if there are opportunities for A&PTWG to link into this. This will signal that A&PTWG is interested in establishing a relationship with the TDM project.
Canterbury Earthquake Recovery Authority dis-establishment: The working group members acknowledged the work of CERA representatives: Angus Bargh and David Corlett.
Work Programme:
Work programme items identified were as follows:
Review membership structure and terms of reference;
Prepare a communication plan for the working group including getting clarity around media releases and ability to make submissions on consultation processes;
Work with Ministry of Education and Regional Road Safety Working Group on their transport in schools initiative (Haeata Community Campus project as the starting point);
Future CAT Forum programme to include active transport business development opportunities and how existing businesses operate (eg role of cycle couriers in the delivery of freight and documents in the city, which may grow if the central city becomes less car-dependent);
Future CAT Forum on new migrants experiences and expectations with public transport and travel choice;
Establish links with Passenger Transport Advisory Group and review other groups that may have come into existence since A&PTWG was established;
Develop a broader reporting framework to RTC on new active transport initiatives (new cycleways and public transport patronage).
Attachments
1. A&PTWG Minutes 30 March 2016
RTC paper, 29 April 2016 Page 2 of 8 59
Attachment 1: Active and Passenger Transport Working Group Date: Wednesday 30 March 2016 Time: 11.00am Venue: Waitaha Room, CPH, 310 Manchester Street, Christchurch Attendees: Anna Stevenson (Chair - CDHB), Meg Christie (Living Streets), Andrew Smith (Christchurch), Len Fleete (Environment Canterbury), Lorraine Johns (Environment Canterbury), Kathy Graham (Waimakariri), Dirk de Lu (Spokes Canterbury, Tony Francis (Hurunui/Kaikōura), Ben Wong (Selwyn) In attendance: Bernadette Sanders (notes) Apologies: Steve Gibling (Environment Canterbury), Philip Basher (CCC), Andrew Dixon (Timaru), David Corlett (Cera), Angus Bargh (Cera), Simon Kingham (UC)
The meeting commenced at 11.04am.
1. Welcome, introductions and apologies
Anna Stevenson welcomed attendees to the meeting and apologies were noted.
Future meeting dates have been set to reflect upcoming elections and alignment with RTC meetings. The Group discussed the possibility of an additional meeting between the June and November meetings.
2. Minutes of meeting held 3 February 2016
The Minutes from the previous meeting were accepted.
AP: Len Fleete to circulate to the group the presentation by Anna Stevenson to the RTC.
3. TDM project brief update
Len Fleete spoke to the Agenda item on behalf of Angus Bargh and passed on Angus’ thanks to the group for the support and efforts provided in the past to Angus and Cera. The TDM project and concept of funding/resourcing a co-ordinator will be raised at CEAG today. The project will focus on TDM for Christchurch and the central city. The project will be passed to the UDS transport group.
RTC paper, 29 April 2016 Page 3 of 8 60
4. Haeata Campus project
Len Fleete spoke to the Agenda item, explaining that this topic had come out of regional road safety discussions. The campus is the joining of four schools in the Aranui area to become a super school on the existing Aranui High School site, with a view to open in February 2017.
Issues of concern in terms of road safety include getting staff, students and parents to school safely and efficiently. Discussions have commenced with interested stakeholders, including NZTA, MOE, public transport and existing school bus operators; this initiative will be an opportunity to involve MOE at a community level, and for MOE to be aware and be more involved in the planning around school locations and to recognise health issues in the younger generation.
Meg Christie noted the All Right campaign which focused on getting people involved in walking in Aranui, although there are safety concerns with some alleyways in the area which require more lighting, etc. Meg also noted the potential for bikes and locks to be provided at the school.
Attendees were asked to feed back to the group any other issues that they become aware of in regards to this topic.
Resolved
APTWG:
1 received the report
2 endorsed the proposal of collaboration for long-term planning between MOE and transport
3 noted that Len Fleete (Environment Canterbury) will represent APTWG and work with the Canterbury-based educational initiatives to provide progress reports back to the group.
Carried
5. CAT Forum May
Anna Stevenson spoke to the Agenda item and reminded the group that it had thought to base the next forum on new and future technology. Since that meeting, Uber has commenced operating in Christchurch. This was now an opportunity to rethink the structure of the next forum and, with that in mind, the accompanying paper recommended that Dr Catherine Elliot of the Department of Tourism, Sport and Society at Lincoln University be invited to speak on the Active Living Research Laboratory, specifically personal health.
RTC paper, 29 April 2016 Page 4 of 8 61
Anna suggested using the CAT forums to relate to a wider audience using the topics of the RTC advisors as a framework for who would be invited: culture, economics, health, road safety and environmental sustainability.
A discussion took place, of note: A possible forum specifically for the media to cover all issues relating to the active transport sector including funding, systems, health benefits, etc. The media should be invited to attend all forums. CAT forums to align with relevant issues, e.g. TDM, Accessible City. The RTC’s newsletter Articulate is circulated to councillors and mayors and is an attempt to secure a higher profile as to what’s happening at RTC level, with each newsletter focusing on a specific issue, e.g. freight, cycle lanes and road safety. The newsletter is available on the Regional Transport Committee web page. Links: - http://ecan.govt.nz/publications/General/RLT_aRTiCulate%20Newletter_Oct- 2015.pdf - http://ecan.govt.nz/publications/General/RLT-ARTiCulate-newsletter-July-2015.pdf - http://ecan.govt.nz/publications/General/Regional%20Transport%20Committee%20n ewsletter%20-%20February%202015.pdf - http://ecan.govt.nz/publications/General/rlt-committee-newsletter-0914.pdf Transport London re their health transport plan, and the city of Peel in Canada re health issues for their city and their work with transport planners citywide, may be useful options in the form of pre-recorded video presentations, which could tie into local issues.
AP: Anna Stevenson and Len Fleete to look further at CAT forum options.
AP: Len Fleete to review the international video recording options.
AP: All to consider ideas for future CAT forums and feed back to group.
Resolved
APTWG agreed that Dr Catherine Elliot of the Department of Tourism, Sport and Society at Lincoln University be invited to speak on the Active Living Research Laboratory.
Carried
6. Work programme
Anna Stevenson spoke to the Agenda item and reviewed the group’s current Terms of Reference. It was noted that the group plays a bigger role during a project development phase rather than a project monitoring phase. A discussion around the Terms of Reference and future work programme of the group took place, with the following feedback noted.
Terms of reference Outreach to media. Clarity required around media releases – what group can and can’t do. Clarity required around making submissions to consultation documents.
RTC paper, 29 April 2016 Page 5 of 8 62
Support the CCC with regards cycling routes and being an informed stakeholder. Identify means of implementing active and passenger transport initiatives. Review this point: remove capitals; does this point remain? Advocacy role – ensure group’s agenda is on other agendas. Create bigger focus on smaller projects. Utilise through CAT forums. Terms of Reference to be firmed up to be clear, as a group, what it can do, as well as individual advocacy.
Work programme Membership structure to be considered to ensure representation is relevant and provides a wider technical advice capacity. It may be necessary to consider funding for those representing voluntary groups. Relationship management and ensuring that agencies involved with funding have strong connections with the users of the projects. Liaise with MOE and NZTA to help them recognise that transportation is an essential ingredient in cycling to schools. Review shared spaces and high density areas and promote cycle deliveries in vehicle restricted areas. Economic: CAT forum on cycle courier/delivery people; active transport businesses exist because of the active transport space; feed into discussions on business development with parking restrictions; rail trails, etc. Culture: CAT forum on new migrants’ lack of experience in public transport or vehicle use. Children’s culture shift to no vehicles. New immigrants’ stories on what were the enablers. Consider as a debate. Increased focus on passenger transport, e.g. technology available at the new bus exchange. Joint meeting between May and November with PTAG. Review other groups now in existence since APTWG developed. Driverless cars and changes to fuel systems, electric bikes, and where technology is going, taxis and other private passenger services, e.g. Uber, Driving Miss Daisy. This group, as a starting point, should be informed about these things. Does NZTA have a view on this in terms of passenger transport licensing system, safety of people and vehicle regulations? Identify gaps. Support other councils on public and active transport research and help influence decision-making. Group to suggest areas where more visibility would be beneficial and potentially go further to RTC. Methodology created by CPH is influencing travel behaviour change, however, requires resourcing and co-ordination to target people at their destination. How will the group address the different projects that arise through the year? Feed back to the RTC on monitoring information – new cycleways and PT patronage – how can reporting be strengthened? Links with TDM project and any opportunities for APTWG to have a link into the TDM co-ordinator role, for example, be invited to be a member of the group. Signal to CEAG that APTWG is interested; what is their view on APTWG’s role in this area. Anna and Len to draft a letter for CEAG.
RTC paper, 29 April 2016 Page 6 of 8 63
AP: Anna Stevenson and Len Fleete to draft a letter to CEAG regarding the TDM coordinator role and APTWG’s potential role in this area
AP: Ben Wong to consider new immigrants’ stories on enablers to use public transport
AP: Group to give further thought to the future work programme and Terms of Reference and feed back to the group
AP: Len to create a summary of this discussion for the upcoming RTC paper. Draft paper will be circulated to the group prior
AP: NZTA to be approached to nominate a new representative to the APTWG group
AP: Len Fleet to schedule joint meeting with PTAG between May-November
Resolved
APTWG noted that the 2016-17 work programme will be forwarded to the Regional Transport Committee for their input and endorsement.
Carried
7. Round table
Hurunui: Work underway in the district on intersection safety programmes with road safety co-ordinators, NZTA (James Newton) and the Police. A business case is being developed for asset managers to get additional funding for intersection work.
Selwyn: Budget for footpath extensions to accommodate bus stops has been increased over the next five years. Prioritisation includes importance, patronage, proximity to town centre. Selwyn planning department reviewing the district plan rural residential status and links to footpaths, cycle and walking routes.
Spokes Canterbury: Dealing with submissions and support of CCC re cycle routes and residential parking, including the need for a major cycle route parallel to SH1 to the airport. Looking at reaction to major cycle routes and delays to cycle routes and the need for the CCC to maintain momentum with provision of cycle routes.
Living Streets: Quiet locally but busy nationally on proper use of footpaths including the increased non-pedestrian use of footpaths. Brake Road Safety week in May: “Don’t tread on our toes” resource (http://www.livingstreets.org.nz/node/1365) will be used for parking and is useful for the mobility-impaired and pedestrians. The future of the walking and cycling joint conference is under review with consideration of two separate events. Golden Feet walking awards are now open for nominations – the group can forward nominees to Meg Christie on http://www.livingstreets.org.nz/node/4875. The future of these awards will be reviewed. The benefits of the All Right poster template was briefly discussed (http://www.allright.org.nz/our-projects/walking-poster-generator/). A submission was made to the Transport and Industrial Relations Select Committee’s inquiry into the future of New Zealand's mobility (attached to the Minutes). The inquiry has a broad scope including how “changing transport technology and social and
RTC paper, 29 April 2016 Page 7 of 8 64
economic trends can enhance productivity, reduce transport and related costs, optimise infrastructure, increase accessibility and social connectedness, save lives, reduce injuries, and reduce the environmental footprint”.
Waimakariri: Public meetings on the northern corridor congestion issue will take place soon, led by Jim Harland (NZTA), Jim Palmer (Waimakariri) and Bill Bayfield (Environment Canterbury). The district’s Walking and Cycling Strategy, including UCP projects, is nearing completion and will go out for consultation. New PT routes will commence in July, including an airport commuter bus from Rangiora, and changes to the Blue Line route with Park and Ride areas being promoted and new bus priority lanes being installed. A new senior transport engineer, Bill Rice, is on board with the council. NZTA has slightly altered its guidance for behaviour change for cycling and a business case will be drafted to align with the changes. Kathy will circulate the document received from NZTA to the group.
AP: Kathy Graham to circulate the NZTA document on cycling behaviour change to the group.
Christchurch: The CCC electric vehicle policy has been adopted and will allow providers to install charging stations in the city. The Terms of Reference for the PT Joint Committee with Environment Canterbury, Selwyn and Waimakariri are being drafted, and possible feeder groups to the joint committee being considered. A discussion document on suburban parking will go out for consultation in June/July after being lodged with the infrastructure committee.
8. Regional Transport Committee
Anna Stevenson spoke to the Agenda item and advised that she will not be attending the upcoming RTC meeting scheduled for 29 April 2016. Len Fleete will circulate the report to RTC to the group, which will focus on the work programme and today’s discussions.
It was noted that the RTC meetings are open to the public if members of the group would like to attend: 29 April 2017, Commodore Hotel, commencing 12.30pm.
9. Next meeting
Wednesday 25 May 2016, Environment Canterbury, 200 Tuam Street.
There being no further business, the meeting closed at 12.36pm.
RTC paper, 29 April 2016 Page 8 of 8 65 Canterbury Regional Transport Committee
General Information Agenda item number 13 Date 29 April 2016 Portfolio Transport Chair David Ayers, Chair of RRSWG and RTC Member Author Len Fleete, Endorsed by Steve Gibling, Strategy Advisor, Programme Manager, Environment Environment Canterbury Canterbury
Title
Regional Road Safety Working Group Report
Purpose
To inform the Regional Transport Committee (RTC) about the work of the Regional Road Safety Working Group (RRSWG).
Role of Regional Road Safety Working Group
The role of RRSWG is to advise the RTC on technical matters, identify matters that require further investigation by RTC, and in some situations identify matters that can be addressed by RTC at a national level.
Recommendations
That the RTC:
1. Receives the Report.
2. Notes activity on the business case on intersection safety in Canterbury.
3. Notes the 2016/17 work programme items.
Key points
Items discussed of direct concern to the RTC were:
Intersection safety business case : Following receipt of the coroner’s report on a triple fatality accident in Ashburton District in 2014, the last meeting of the RTC agreed that the Regional Road Safety Working Group (RRSWG) and Transport Officers Working Group
RTC paper, 29 April 2016 Page 1 of 10 66
(TOG) should work together to develop a business case on intersection safety in the Canterbury Region.
Both these group met separately on 31 March and considered the RTC’s recommendation and confirmed that there was value in pursuing a business case. With the large number of safety projects at intersections throughout the region, intersection safety has been identified as a priority in the Regional Land Transport Plan. In the period 2010 to 2014 intersections presented the number 1 area of concern by collective risk on the Canterbury road network.
Discussion centred on the ‘point of entry’ for the business case. Both RRSWG and TOG members noted that there were a number of initiatives already in train throughout the region dealing with the intersection safety issue. It is understood that Christchurch City Council are in the process of preparing a business case relating to safety and that intersection safety is a primary target.
Rural intersections and rural roads were major risk factors due to the nature of crashes at these points in the network. These are generally higher speed incidents and the potential for death and serious injury is greater.
It was agreed by both groups that the business case should focus on rural intersections – defined as being intersections on the network where the speed limit was 70kph and above. It was also agreed that an Investment Logic Mapping process was required to define the problem statement for the business case.
Environment Canterbury is to work with the New Zealand Transport Agency to facilitate a meeting of key stakeholders to define the intersection ‘problem’ as a first point in the business case.
RTC Paper, 29 April 2016 Page 2 of 10 67
This should look at the problem from a Canterbury-wide perspective and look at benefits of interventions to ensure funding is directed in the right places.
Detail about these discussions has been included in both the RRSWG and TOG reports which are presented as separate items on this RTC agenda.
Joint work with the Ministry of Education on school location, travel and safety project: Meetings have been held with Ministry of Education and other stakeholders relating specifically to the relocation of schools in the Aranui/Wainoni area of Christchurch to the new Haeata campus on the existing Aranui High School grounds. Both safety and an examination of the potential use of alternatives to motor vehicle movement are being discussed.
Work programme for 2016/7:
Work programme items identified were:
Rationalise and prepare a monitor/reporting structure to RTC for the 60 actions noted in the Canterbury Regional Road Safety Implementation Plan;
Update the existing Road Safety Implementation Plan to align with the 3 yearly RLTP cycle;
Strategic business case on Canterbury intersection safety project;
Ministry of Education school location, travel and safety project;
Prepare a communication plan for Canterbury road safety including social media and updating the existing webpages.
Attachments:
1. Minutes from the Regional Road Safety Working Group meeting of 31 March 2016
2. Canterbury Road Safety Deaths and Serious Injuries 2010 - 2014
RTC Paper, 29 April 2016 Page 3 of 10 68
Item 13 Attachment 1
Attachment 1 Regional Road Safety Working Group Minutes
Date Thursday 31 March 2016
Time 10.00am
Venue Councillor’s Lounge, Selwyn District Council, 2 Norman Kirk Drive, Rolleston
Attendees Lorraine Johns (Acting Chair - Environment Canterbury), Steve Parry (Christchurch), Ngaire Tinning and Andrew Mazey (Selwyn), Len Fleete (Environment Canterbury), Geoff Rhodes (Ashburton), Colin Knaggs and James Newton (NZTA), Ken Stevenson (Waimakariri), Andrew Dixon (Timaru), Phil Dean and Kelly Larsen (NZ Police)
In Attendance Bill Rice (Waimakariri), Bernadette Sanders (Environment Canterbury – Minutes)
Apologies David Ayers (Waimakariri - Chair), Steve Gibling (Environment Canterbury), Tony Francis (Hurunui/Kaikōura), Ash Tabb (NZ Police), Alisa Davies (ACC), Kelly Larsen (NZ Police - late arrival), Daniel Naudé
The meeting commenced at 10.04am.
1. Welcome, introductions and apologies
Mayor David Ayers is unavailable for today’s meeting. Lorraine Johns was nominated for, and accepted, the position of Acting Chair.
Carried.
Apologies were noted.
2. Minutes of the previous minutes
The Minutes of the meeting held 4 February 2016 were accepted as a true and accurate record.
Lorraine Johns/Geoff Rhodes
Carried
RTC Paper, 29 April 2016 Page 4 of 10 69
3. Road safety webpage
Len Fleete spoke to the Agenda item and outlined the existing website for the group designed by the Environment Canterbury web team. The advantages of building on the existing site were outlined, including the layout which provides for the opportunity to add links to other agencies for more information, and no funding requirements from agencies as the site is hosted on the Environment Canterbury platform. The responsibility for ensuring the information on the site is kept up to date would sit with Environment Canterbury.
Kelly Larsen joined the meeting at 10.11am.
A brief discussion on whether the site continue to be hosted through Environment Canterbury or become a standalone site took place, with the group in agreement that the marketing of the site and channels of communication set up to promote the information was most important, as well as the benefits of having a central hub for information to avoid duplication across councils. Being hosted by Environment Canterbury may bring more credibility to the site. A business case will not be required if the site remains on the Environment Canterbury platform.
A discussion on the target audience took place as well as social media outlets that the site could link to. Of note: Current Facebook pages hosted by the region’s road safety coordinators has proven successful. Links to these pages can be linked via the website. Environment Canterbury will investigate the steps required to set up a Facebook page for the group, however, the resource required to maintain a Facebook page poses a risk e.g. there is a need to respond quickly to queries from the public. A discussion on how to lift the profile of the group could take place as part of the work programme. The group to remain mindful of being clear about what it wants to communicate, its target audience and the actual purpose of the website (and Facebook page if this proceeds). Environment Canterbury will start to update the existing information on the website. Information or links for the website should be forwarded to Len Fleete.
David Edge joined the meeting at 10.21am.
AP: ‘Lifting the profile of the group’ to be added to the group’s work programme.
AP: Website to be updated.
4. Intersection business case
Len Fleete spoke to the Agenda item. The development of a business case on intersection safety was endorsed at the February RTC meeting; Len has been in discussions with NZTA around possible next steps of the development of the business case and requires direction from the group as to whether there is enough information to develop a strategic business case or whether there is more work required on what the problem is.
RTC Paper, 29 April 2016 Page 5 of 10 70
A lengthy discussion then took place and covered whether the business case should focus on all intersections or just rural intersections, problem identification, data capture for rural/urban, and the need for a stocktake to ensure there is no overlap in ILMs currently underway. It was agreed the business case should focus on rural intersections.
The meeting was reminded that the business case has stemmed from last year’s Coroner’s report and the group’s response to focus on rural intersections. With that in mind, Len will co-ordinate a meeting and ILM process, working with NZTA to facilitate, and include agencies such as AA mapping, road safety co-ordinators, road engineers, ACC and the Police, with a view to identify the problem with rural roads and rural intersections and look at the benefits of a solution and ensure funding is going in right direction.
It was noted that CCC is identifying and dealing with the city intersection element with its own processes and the RRSWG will look at a Canterbury-wide solution for rural. It was agreed that ‘rural’ will identify anything 70km/hr and over, which includes the city.
AP: Len Fleete to coordinate an initial meeting and ILM process involving relevant agencies to commence discussions on the intersection strategic business case.
AP: Len Fleete to instigate a stocktake of current ILM processes underway in Canterbury, relating to intersections.
AP: Phil Dean to circulate the Police rural intersection crash analysis report.
5. Urban growth/schools update
James Newton spoke to the Agenda item and outlined a process underway to strengthen collaboration between MoE and transport. As part of MoE developments, four levels of opportunity to work collaboratively have been developed. James noted that the MoE is starting to understand that a school’s location can have a significant impact on the transport network as well as the costs involved. A proposed trial project underway with the MoE is near the final stages of approval.
Haeata Community Campus
This campus is the bringing together of four schools on the current Aranui High School site and aims to have a roll of approximately 1,800 students. Any amendments to travel safety will be done retrospectively, given the late stage this has been introduced to the project, and involves Environment Canterbury (PT), the Police, MoE, Haeata Campus, CCC engineering and the safer school journey co-ordinator sharing knowledge to ensure the environment will be as safe as possible. Haeata Community College will be used as a case study on collaboration.
Resolved
RRSWG: 1. received the report
RTC Paper, 29 April 2016 Page 6 of 10 71
2. endorsed the proposal of collaboration for long-term planning between MoE and transport
3. agreed that Len Fleete (Environment Canterbury) and James Newton (NZTA) will represent the RRSWG and work with the Canterbury-based educational initiatives to provide progress reports back to the group.
Carried
Len Fleete advised that this topic was raised at APTWG yesterday. The group is interested and very supportive of what’s going on in this space and asked to be kept up to date.
Further discussion took place relating to future school locations and how preferred sites are indicated to the MoE through plans which indicate potential infrastructure such as transport links. Further, with an increase in school rolls in some areas, a resource consent process is required and councils have some authority to ensure school travel plans are created. It was noted that to have transport staff involved in the early stages of site selection is important. James advised that the MoE is keen to look at 10-20-year plan information, however, he noted that the current agency budget silos can make prioritisation of sites difficult. A culture change is needed in terms of how the MoE looks at schools and the transport network in the future.
It was noted that rural schools travel plan requirements differ to urban schools due to the distance most students need to travel to their destination.
6. Work programme
Len Fleete spoke to the Agenda item and explained that under the Regional Road Safety Implementation Plan there are many actions that could possibly be considered as part of RRSWG’s work programme. The current work programme was approved by RTC in late 2014. Len noted that there is currently no reporting structure in place, including regular reporting to RTC, and suggested that a progress paper be presented to at least every second RTC meeting.
A discussion then took place. The group needs clarity on what each co-ordinator has funding for and what it delivers. A working group will be formed to review and rationalise the work programme, and think about how the actions are monitored and reported back to RTC. The following attendees volunteered for this review: Len Fleete, James Newton, Phil Dean, Daniel Naudé. Once rationalised, the work programme will become a standing item on future agendas and, at that point, the group will consider what needs to be added to the programme.
The following structure amendments to the current work programme were suggested: Actions re-clustered where relevant. Progress indicated by traffic light updates. Addition of a task column. Tasks prioritised (H M L).
RTC Paper, 29 April 2016 Page 7 of 10 72
Responsibilities to be clear. Breaking down to ‘education’, ‘enforcement’, ‘engineering’. Use National Safer Journeys framework.
The following additions were suggested to the work programme Realignment of work programme. Intersection Business Case. MoE collaboration. Communications – website, Facebook. Road Safety Implementation Plan: Consideration to be given to a date when the document should be updated, potentially on a three-year cycle to align with the RLTP, but avoiding the update of major council plan updates, such as LTPs.
The working group was asked to report back to the next meeting in May 2016.
AP: Len Fleete to schedule an initial working group meeting to discuss the realignment of the work programme
AP: The working group to update the RRSWG at its meeting scheduled for May 2016
7. NZTA update
James Newton spoke to the Agenda item and advised that his presentation to the February RTC meeting resulted in positive feedback and a willingness by the RTC to increase the profile of road safety for the region. James was requested to report back to the April RTC meeting with a ‘critical thing or things’ RTC can deliver to make road safety changes in the region and, with that in mind, James was seeking input from the group on road safety ideas that had gained traction either nationally or internationally and what RTC could do to promote or push this in the region.
After discussion, the following topics were suggested to raise with the RTC: Vision Zero: Political. Required buy-in at a senior political level in Sweden. It was noted that the current RLTP states an “Aspirational goal of zero death and serious injuries”. The RTC should be supporting the national framework of safer journeys; better accountability from top to bottom is necessary as part of safer journeys. VZ is marketable from a community perspective to encourage both community and driver responsibility. A culture change is required – much is made of workplace H&S, but not in terms of road safety. Safer vehicles: Political. Canterbury has an older fleet than the national average of 14 years. New technology makes a significant difference. Speed reduction: Political.
Kelly Larsen left the meeting at 11.42am. 8. NZTA update
Nil.
RTC Paper, 29 April 2016 Page 8 of 10 73
9. ACC update
Nil.
10. Round table
NZ Police: Working on schematics in terms of crashes and rural road policing. Will be released to the districts for feed back into road safety plans.
Waimakariri: The Council’s new senior transport engineer, Bill Rice, was introduced to the meeting. As an overall review of managing road safety information, Kathy Graham will attend the next meeting.
Selwyn: Currently looking at ways to improve cyclist road safety following the submission by a member of the public. Road safety coordinators scheduled to next meeting on 13 May to review action plans – feedback from today’s work programme discussion will be passed on. Coordinators looking to get more NZTA resources involved in the school curriculum. Christchurch, Selwyn and Waimakariri councils looking to progress school cycle training.
Environment Canterbury: Development of RFP on data, focused on where gaps are in data in freight, and any opportunities.
Christchurch: The 30km/hour inner zone speed limits have been signposted and apply to all vehicles on the road, including cyclists. Council soon going to consultation re speed reduction in Sumner to 30kms/hour.
NZTA: James thanked the group for its ongoing direction and traction in the road safety space.
11. Any other business
Lowering of speed limits around rural schools
Geoff Rhodes tabled a paper outlining recent discussions with a local principal association in the Ashburton district that had requested the lowering of the 100km/hour speed limit to 40km/hour, and requested feedback from councils as to their speed limit policies and whether a national travel planner could be utilised for assistance in the absence of a local resource.
Those present outlined their current policies and the procedures undertaken to implement those policies. After discussion, it was agreed that Geoff Rhodes will meet with Ngaire Tinning of Selwyn to review case studies.
AP: Geoff Rhodes to circulate the tabled information to the group
RTC Paper, 29 April 2016 Page 9 of 10 74
12. Future meetings
Thursday 26 May 2016
Thursday 3 November 2016
There being no further business, the meeting closed at 12.09pm.
RTC Paper, 29 April 2016 Page 10 of 10 75
Item 13 Attachment 2
76 77 Canterbury Regional Transport Committee
Information Item
Agenda item number 14 Date 29 April 2016 Transport Officers Regional Land Transport No Group Report Plan Issue? Author Len Fleete Endorsed by Steve Gibling, Strategy Advisor Programme Manager Environment Canterbury Environment Canterbury
Title
Transport Officers Group Report
Purpose
Inform the Regional Transport Committee (RTC) about the work of the Transport Officers Group (TOG).
Role of Transport Officers Group
The purpose of TOG is to advise the RTC on technical and strategic transport matters and oversee, facilitate and co-ordinate the development of the Canterbury Regional Land Transport Plan (RLTP), including any variations. This report provides a summary of TOG’s discussion at their last meeting (31 March 2016) and issues of relevance to the RTC arising from that meeting.
Recommendations
That the committee:
1. Receives the report
Proposal
Items discussed of direct concern to the RTC were:
Intersection Safety: Following receipt of the coroner’s report on a triple fatality accident in Ashburton District in 2014, at their last meeting the RTC agreed that the Regional Road Safety Working Group (RRSWG) and TOG should work together to develop a business case on intersection safety in the Canterbury Region.
RTC paper, 29 April 2016 Page 1 of 28 78
It was agreed by both groups that the business case should focus on rural intersections – defined as being intersections on the network where the speed limit is 70kph and above. It was also agreed that an Investment Logic Mapping process was required to define the problem statement for the business case.
Environment Canterbury is to work with the New Zealand Transport Agency to facilitate a meeting of key stakeholders to define the intersection ‘problem’ as a first point in the business case.
This should look at the problem from a Canterbury-wide perspective and look at benefits of interventions to ensure funding is directed to the right places.
Detail about these discussions has been included in both the RRSWG and TOG reports which are presented as separate items on this RTC agenda.
Joint work with the Ministry of Education on school location, travel and safety project: As also noted in the RRSWG report, meetings have been held with Ministry of Education and other stakeholders relating specifically to the relocation of schools in the Aranui/Wainoni area of Christchurch to the new Haeata campus on the existing Aranui High School grounds. Both safety and an examination of the potential use of alternatives to motor vehicle movement are being discussed.
Information sharing proposal: A request for proposal is being prepared for this project. This is likely to involve a high level stocktake of existing freight-related data and a gap analysis as well as an identification of opportunities. Tourism should also be considered (“mobile freight”).
Work Programme 2016 onward: This was workshopped with the group. It was noted that the One Network Road Classification project team has developed a similar workstream and both projects need coordinating. Also of principal concern is the relativities between annual/long term plans and the RLTP. Ensuring these workstreams are coordinated will be a challenge but will be necessary if the future regional programme is to be consistent with individual council processes.
Work programmes identified were as follows:
Support the RTC to reconvene following local government elections;
Develop RLTP policy framework;
Develop RLTP prioritisation methodology for the RLTP/NLTP review;
Programme delivery monitoring reporting;
RLTP outcome monitoring reports;
Intersection business case (with RRSWG).
RTC Paper, 29 April 2016 Page 2 of 28 79
Progress monitoring report: The progress monitoring report (Attachment 2) references delivery of activities as recorded in the RLTP, on a district by district basis. Committee members will note each district has reported back on the status of projects. A ‘traffic light’ system is used to denote projects that are running on or ahead of target (green), slight problems or delays (amber) and no progress (red).
Attachments
1. Transport Officers Group Minutes 31 March 2015
2. Progress monitoring report
RTC Paper, 29 April 2016 Page 3 of 28 80
Item 14 Attachment 1: Minutes Transport Officers Group
Date Thursday 31 March 2016
Time 1.00pm
Venue Councillors Lounge, Selwyn District Council, 2 Norman Kirk Drive, Rolleston
Attendees Lorraine Johns (Acting Chair - ECan), Suzy Ratahi (Mackenzie), Brian Fauth and Geoff Rhodes (Ashburton), David Edge (Hurunui), Ken Stevenson (Waimakariri), Andrew Dixon (Timaru), Adam Taylor (Christchurch), James Newton, Steve Higgs and Stuart Woods (NZTA), Len Fleete (Environment Canterbury)
In attendance Bill Rice (Waimakariri), Robert Woods (Environment Canterbury), Bernadette Sanders (Environment Canterbury – Minutes)
Apologies Janice Brass (NZTA), Steve Gibling (Environment Canterbury), Lorraine Johns – early departure
The meeting commenced at 1.01pm.
1. Welcome, introductions, apologies and minutes
Len Fleete welcomed attendees to today’s meeting. In the absence of a chairperson today, Lorraine Johns was nominated for, and accepted, the position of Acting Chair until her early departure of 1.45pm.
Carried
The Minutes of the meeting held 4 February 2016 were accepted as a true and accurate record.
Lorraine Johns/Adam Taylor
Carried
Apologies for the meeting were noted.
Andrew Mazey joined the meeting at 1.08pm.
2. Work programme 2016
RTC Paper, 29 April 2016 Page 4 of 28 81
Rob Woods spoke to the Agenda item and a proposed work programme of the group was drawn up and discussed. A Gantt chart will be created by Rob Woods outlining the work programme 2016–18. Reference material by Eric Barnes will be forwarded to Rob by Suzy Ratahi.
AP: Rob Woods to create a Gantt chart outlining the work programme 2016–18
AP: Reference material by Eric Barnes will be forwarded to Rob by Suzy Ratahi
Lorraine Johns left the meeting at 1.43pm.
3. Education and transport
James Newton spoke to the Agenda item and explained that he is currently working with the MoE to strengthen collaboration between the Ministry and councils in terms of school locations and delivery of school transport networks to create a safer transport system and better understanding of funding requirements by all parties involved.
Rob Woods left the meeting at 1.46pm.
A South Island trial is underway and, as part of this, four levels of opportunity to work with MoE have been established to reach a collaborative approach.
A working group has been established for the Haeata Community College (the bringing together of four schools onto the current Aranui High School site). The group, including the College, is tasked with reviewing PT, walking, cycling, road engineering and safer journeys to school. The group will share information over the next 12 months before the start of the 2017 school year to create the safest travel environment possible for the incoming 1,800 students. Haeata Community College will be used as a case study on collaboration.
4. Intersection business case
Len Fleete spoke to the Agenda item and provided background to the proposed business case for intersections. This topic had been discussed at the RRSWG meeting held earlier today and a decision had been made at that meeting to establish a working group consisting of NZTA as facilitators, attendees at officer level with input from road safety co-ordinators, NZ Police, ACC, AA mapping, etc., to focus on rural roads and rural intersections with an emphasis on rural being 70km/hour and over. It was noted that Christchurch has a process underway for urban intersections.
A stocktake of intersections will take place to ensure no overlap of research occurs, and the working group will look to identify the problem with rural roads and rural intersections and look at the benefits of a solution and ensure NZTA funding is going in right direction. It was noted that the business case should be pitched at the level from which a decision is required. Len Fleete will clarify resourcing available in terms of input and overheads from NZTA.
AP: Len Fleete will clarify resourcing available in terms of input and overheads from NZTA
RTC Paper, 29 April 2016 Page 5 of 28 82
James Newton left the meeting at 1.59pm.
5. Regional Transport Committee: District/HNO project progress report
Len Fleete spoke to the Agenda item and advised that feedback received from the RTC included a requirement for the project plan to be regularly reviewed and updated.
Len will distribute the RLTP project update spreadsheet and requested that the group update their respective projects with traffic light indicators, as well as updating the comments section, and return by 15 April 2016. Any provisos should be indicated.
AP: Len Fleete to distribute the RLTP project update spreadsheet to the group
AP: Group to update respective projects and return to Len Fleete by 15 April 2016
6. Data project update
This discussion took place following item 1.
Lorraine Johns spoke to the Agenda item and outlined the background of the proposed RFP for data capture out of the CREDS work stream on data and information sharing. Meetings have taken place with private sector chief executives and officials to better understand the existing problems. The RFP will involve a high level stocktake of existing freight-related data and then a gap analysis as well as identification of opportunities.
A brief discussion followed, including the recommendation that short-term and long-term strategies should include cost estimate bands and suggested responsible agencies, as well as the inclusion of mobile freight/tourists (who are now the biggest revenue earner for New Zealand and important in terms of the CREDS economic work stream).
Feedback is invited from the Transport Officers Group and should be forwarded to Lorraine Johns.
7. Regional Transport Committee meetings
Len Fleete spoke to the Agenda item and advised that the following items will be included on the RTC meeting Agenda for 29 April 2016: Strategic refresh of RLTP TOG, RRSWG and APWTG reports and respective work programmes Intersection information Education and transport opportunities Commercial vehicle presentation RLTP variations (any variations for this meeting to be received prior to 18 April 2016) Progress report.
RTC Paper, 29 April 2016 Page 6 of 28 83
8. Any other business
One Network Road Classification
Len Fleete requested an update on the One Network Road Classification process. Feedback indicated that, although roads have been classified, there are delays at NZTA until June.
Andrew McKillop has asked to present to RTC representing REG; Steve Higgs and Len will clarify if this has been confirmed, as well as check content and at what level he will be pitching at to ensure RTC members are prepared by their respective councils.
Ministry of Transport futures presentation
MOT has signalled they would like to meet with the RTC to provide an update on their thoughts for the future.
Uber
Has been asked to present to the RTC while in town meeting with Environment Canterbury and its commissioners.
Health and safety regulations
Orion has recently met with Selwyn District Council to discuss the New Zealand Electrical Code for Safe Distances (6m exclusive zone), the effect of which is that any work undertaken on the road or road corridor near to or in proximity to Orion lines requires Orion’s consent. This is a requirement in terms of any council as employers of contractors.
Street lighting conversion to LED
Selwyn sought advice on submission requirements by NZTA with regards to the conversion of street lighting to LED. This is dependent on the category the street lighting falls into and a previously circulated communication by NZTA has outlined the process and timeframes. It was noted that funding allocation for this programme is currently undersubscribed for the 2015–2018 period, and councils who haven’t yet done so should continue with any proposed submissions. It is unclear yet whether funding will be extended past 2018.
AP: Steve Higgs will recirculate the NZTA email previously distributed relating to lighting conversions
Round table
Waimakariri: Discussions are currently taking place regarding the Waimakariri bridge project and timelines. Ken Stevenson and Steve Higgs will discuss this topic further.
RTC Paper, 29 April 2016 Page 7 of 28 84
Mackenzie: The Transport Strategy for Mackenzie is currently under review, specifically Twizel and Tekapo, which may result in additional projects for the next NLTP.
9. Future meetings
Thursday 26 May 2016
Thursday 3 November 2016.
There being no further business, the meeting closed at 2.27pm.
RTC Paper, 29 April 2016 Page 8 of 28 85
RTC paper, 29 April 2016 Page 9 of 28 86
Item 14 Attachment 2
Item 14 : Attachment 2 Regional Land Transport Plan Progress Update Total cost Priority Activity class Project name Start year End year Previous Comment for all years Progress/Comment Ashburton District Council Currently being addressed through NZTA has not approved these planning business as usual with a future funding projects. Council will continue to apply 1 Transport planning Transport planning 2015/16 2024/25 $524,500 request required. for funding of relevant strategies in future RLTPs. The Road Safety Coordinator role at The Road Safety Coordinator role at Council is currently vacant but is out to Council has been filled. Works are advert so initial spend is low but will be ongoing in accordance with the RSAP. 1 Road safety promotion Road safety promotion 2015/16 2024/25 $1,307,080 back on track once the position is filled. Works are ongoing in relation to the currently valid RSAP. The land purchase required for this project has not yet been approved by NZTA/RLTP as not high enough priority. Council are continuing with the land 4 New and improved infrastructure for local roads Park Street extension 2015/16 2015/16 $400,000 purchase and once finalised a BCA funding request will be returned. Park St construction phase BCA funding request will follow. This scheme was not approved by P&I or in the NLTP. Works are currently 4 New and improved infrastructure for local roads Thompsons Track and Mayfield Valetta Road improvements 2015/16 2024/25 $15,762,833 being carried out under our Renewals programme with a future BCA funding request will be returned. Land purchases are progressing on target. 4 New and improved infrastructure for local roads Land purchase, Ashburton second urban bridge 2016/17 2016/17 $860,000
Still at design stage with NZTA safety team. Likely to progress on schedule 4 New and improved infrastructure for local roads Tinwald corridor associated improvement 2016/17 2018/19 $150,000 but a BCA funding request will be required. Still at design stage with NZTA. Likely to progress on schedule but a BCA 4 New and improved infrastructure for local roads Walnut Avenue intersection improvement 2018/19 2020/21 $2,100,000 funding request will be required.
Programmed for future construction. 4 New and improved infrastructure for local roads Second Ashburton urban bridge, Ashburton River 2020/21 2025 $27,861,980
Funding approved. Works are progressing and forecast spend in this 1 Maintenance and operation of local roads Maintenance and operation of local roads 2015/16 2024/25 $44,211,491 area is on target.
Funding approved. Construction works are Funding approved. First year construction progressing on issued schemes with the works are progressing with remaining years remaining schemes currently being to be progressed annually. Spend is on 1 Renewal of local roads Renewal of local roads 2015/16 2024/25 $78,625,356 tendered. Spend is on target in this area target except for resurfacing of and works should be complete in early approximately $1m expected to be carried 2016. forward for expenditure in 2016/17 year. Funding approved. Minor . improvements schemes are progressing 1 New and improved infrastructure for local roads Local road improvements (minor improvements) 2015/16 2024/25 $6,445,000 and forecast spend in this area is on target.
Christchurch City Council
Completed Completed 2 New and improved infrastructure for local roads Ferrymead Bridge replacement and improvement 2014/15 2015/16 $9,378,608
Delivery 2024 Delivery 2024 3 New and improved infrastructure for local roads Intersection improvement: Greers/Northcote/Sawyers Arms 2014/15 2015/16 $5,109,763
On track Redesign required due to environmental/ecological issues. 3 New and improved infrastructure for local roads Intersection improvement: Lower Styx/Marshland 2014/15 2015/16 $1,676,267 Construction scheduled for 16/17
RTC paper, 29 April 2016 Page 10 of 28 87
Start Finish Priority Activity class Project Name Total cost Previous Comment Progress/Comment Year Year
On track Redesign required due to environmental/ecological issues. 3 New and improved infrastructure for local roads Marshland Road bridge (linked to intersection safety improvement) 2014/15 2015/16 $5,172,220 Construction scheduled for 16/17
Slight delay Design underway. Slight delay 3 Walking and cycling Belfast Park: Cycle/pedestrian rail underpass 2014/15 2015/16 $1,261,000
On track Completed 4 New and improved infrastructure for local roads Awatea route upgrade 2014/15 2015/16 $2,009,111
On track On track 4 New and improved infrastructure for local roads Wigram Road extension-Halswell Junction to Marshs 2014/15 2015/16 $2,786,234
On track On track 4 New and improved infrastructure for local roads Wigram Road upgrade 2014/15 2015/16 $1,392,862
Slight delay Minor change indictated through draft Annual Plan process. Completion now 4 New and improved infrastructure for local roads Corridor: New Brighton corridor 2014/15 2015/16 $4,329,000 scheduled for 2018/19
Ahead of schedule Ahead of schedule 2 New and improved infrastructure for local roads Wigram Magdala link 2014/15 2016/17 $26,270,141
On track On track 2 Walking and cycling Major cycleway: Papanui parallel (Grassmere route-Papanui to city) 2014/15 2016/17 $10,849,112
On track On track 2 Walking and cycling Major cycleway: Uni-Cycle (University to city) 2014/15 2016/17 $9,623,488
On track On track 2 Walking and cycling Major cycleway: Little River link (Little River route) 2014/15 2016/17 $4,875,172
Design Minor change indictated through draft Annual Plan process. Completion now 2 Walking and cycling Major cycleway: Southern Lights (south to city) 2014/15 2016/17 $2,070,622 scheduled 2019/20
Design Design 2 Walking and cycling Major cycleway: Northern Line (northern rail route-Belfast to Riccarton) 2014/15 2016/17 $6,748,786
On track On track 3 New and improved infrastructure for local roads Annex/Birmingham/Wrights route upgrade 2014/15 2016/17 $11,351,260
Delivery 2024 Delivery 2024. As per adopted 2015 LTP 3 New and improved infrastructure for local roads Northcote Road (four-laning) 2014/15 2016/17 $7,361,162
Design On track 3 New and improved infrastructure for local roads RONS downstream safety improvements: Sawyers Arms pedestrian crossing 2014/15 2016/17 $487,272
On track On track 4 New and improved infrastructure for local roads Halswell Junction Road extension 2014/15 2016/17 $4,855,500
Design On track 4 New and improved infrastructure for local roads Corridor: Selwyn Street corridor 2014/15 2016/17 $490,178
RTC Paper, 29 April 2016 Page 11 of 28 88
Start Finish Progress/Comment Priority Activity class Project Name Total cost Previous Comment Year Year
Parts complete Redesign required due to environmental/ecological issues. 4 Walking and cycling Coastal pathway 2014/15 2016/17 $9,424,802 Construction scheduled for 16/17
Design Design underway. Slight delay 2 Walking and cycling Major cycleway: Rapanui-Shag Rock (Sumner to city) 2014/15 2017/18 $21,145,053
Design complete for part Completed 4 New and improved infrastructure for local roads Corridor: Sumner streets and lanes corridor 2014/15 2017/18 $8,488,980
Design On track 2 Walking and cycling Major cycleway: Nor'West Arc (western inner orbital) 2014/15 2018/19 $21,133,734
Design On track 2 Walking and cycling Major cycleway: Quarryman's Trail (Halswell to city) 2014/15 2018/19 $17,822,621
Design Minor change indictated through draft Annual Plan process. Completion now 4 New and improved infrastructure for local roads Corridor: Ferry Road corridor 2014/15 2018/19 $7,546,500 scheduled for 2018/19
Delivery 2025 Ahead of schedule 4 New and improved infrastructure for local roads Intersection safety: Cashmere/Centaurus/Colombo/Dyers Pass (260) 2014/15 2018/19 $1,752,988
Design On track 2 Walking and cycling Major cycleway: Opawaho River route (Heathcote River trail) 2014/15 2019/20 $17,102,873
Design On track 2 Walking and cycling Major cycleway: Heathcote expressway (Heathcote rail route-city) 2014/15 2019/20 $13,085,159
Delivery 2020 On track 3 New and improved infrastructure for local roads Intersection improvement: Belfast/Marshland intersection 2014/15 2019/20 $1,826,436
Need to bring forward Minor change indictated through draft Annual Plan process. Completion now 4 New and improved infrastructure for local roads Intersection improvement: Burwood/Mairehau 2014/15 2019/20 $1,114,839 scheduled 2019/20
Design Design 2 Walking and cycling Major cycleway: South Express (Hornby rail-Templeton to city) 2014/15 2020/21 $4,016,192
Design On track 2 Walking and cycling Major cycleway: Otakaro (Avon River route-New Brighton to city) 2014/15 2020/21 $21,935,880
Delayed Delivery 2024. As per adopted 2015 LTP 2 New and improved infrastructure for local roads Cranford Street upgrade 2014/15 2022/23 $19,455,828
Delayed - some design On track 2 New and improved infrastructure for local roads Northern arterial extension 2014/15 2022/23 $39,408,849
Slight delay On track RONS downstream inter safety: Main North Road/Marshland/Spencerville 3 New and improved infrastructure for local roads 2015/16 2015/16 $988,000 (Chaneys)
Delivery 2018 On track 3 New and improved infrastructure for local roads AAC Kilmore Street (Fitzgerald-Park) two-way conversion 2015/16 2016/17 $8,414,024
RTC Paper, 29 April 2016 Page 12 of 28 89
Start Finish Progress/Comment Priority Activity class Project Name Total cost Previous Comment Year Year
Delivery 2017 Currently in consultation. Minor change indicated through draft Annual Plan 3 New and improved infrastructure for local roads AAC Victoria Street 2015/16 2016/17 $7,083,286 process. Completion now scheduled for 2017/18 Delivery 2022/need to bring forward Minor change indicated through draft Annual Plan process. Project brought 3 Walking and cycling AAC Antigua Street (St Asaph-Moorhouse) 2015/16 2016/17 $2,935,487 forward completion now scheduled for 2019/20 to align with the changed timing of Metro sport On track Phase 1 complete. Programme for future phase developed. Minor change 3 New and improved infrastructure for local roads AAC Slow core TP30k 2015/16 2016/17 $2,500,000 indicated through draft annual plan process. On track Project connections being considered with link to MCR's 4 New and improved infrastructure for local roads Intersection improvement: Curries/Tanner 2015/16 2016/17 $520,000
On in conjunction with NZTA Hghways On in conjunction with NZTA Hghways works 4 New and improved infrastructure for local roads Network management improvement: Waterloo Park 2015/16 2016/17 $832,000 works
On track Minor change indictated through draft Annual Plan process. Completion now 4 New and improved infrastructure for local roads Corridor: Edgeware corridor 2015/16 2016/17 $3,043,040 scheduled for 2018/19
Design Minor change indictated through draft Annual Plan process. Completion now 3 New and improved infrastructure for local roads Intersection safety: Aldwins/Ensors/Ferry 2015/16 2017/18 $4,186,000 scheduled for 2018/19
Design Minor change indictated through draft Annual Plan process. Completion now 3 New and improved infrastructure for local roads RONS downstream safety improvements: Sawyers Arms route 2015/16 2017/18 $442,000 scheduled for 2019/20
Design for first project underway Minor change indictated through draft Annual Plan process. Completion now 3 Public transport infrastructure Core public transport route and facilities: Orbiter 2015/16 2017/18 $5,200,000 scheduled for 2021/22. Design for first phase underway. On track Minor change indictated through draft Annual Plan process. Completion now 4 New and improved infrastructure for local roads Corridor: Linwood corridor 2015/16 2017/18 $920,400 scheduled for 2018/19
Design Design 4 New and improved infrastructure for local roads Safety improvements: Guardrails-Dyers Pass Road 2015/16 2018/19 $1,716,000
Delayed Under Review as part of draft Annual Plan process. 3 New and improved infrastructure for local roads RONS downstream inter improvements: Cranford Street downstream 2015/16 2019/20 $8,875,000
Design Minor change indictated through draft Annual Plan process. Completion now 3 New and improved infrastructure for local roads RONS downstream inter improvements: Sawyers Arms/Waimakariri 2015/16 2019/20 $1,014,000 scheduled for 2020/21
Design With the departure of CERA responsibility to physical delivery has 3 New and improved infrastructure for local roads AAC central city: Wayfinding 2015/16 2019/20 $9,463,040 been handed over to Council. Programme of work under development Early design Minor change indictated through draft Annual Plan process. Completion now 2 Walking and cycling Major cycleway: Wheels to Wings (airport route) 2015/16 2020/21 $12,372,880 scheduled for 2021/22
Design for west end Funds for minor works for bus priority for westbound connection to 3 New and improved infrastructure for local roads AAC Riccarton Avenue 2015/16 2020/21 $4,223,507 Deans/Deans/Riccarton brought forward. To be considered through Minor imrprovements programme Early design work Minor change indictated through draft Annual Plan process. Completion now 4 New and improved infrastructure for local roads Network management improvement: Ferry and Moorhouse Road widening 2015/16 2020/21 $9,661,600 scheduled for 2021/22
RTC Paper, 29 April 2016 Page 13 of 28 90
Start Finish Progress/Comment Priority Activity class Project Name Total cost Previous Comment Year Year
Design Programme of works to be considered through minor improvements 4 New and improved infrastructure for local roads Inner Harbour Road improvements (Lyttelton-Diamond Harbour) 2015/16 2020/21 $2,769,520 programme.
On track On track 1 Transport planning Transport planning 2015/16 2024/25 $3,000,000
On track On track 1 Road safety promotion Road safety promotion 2015/16 2024/25 $13,969,038
Payment only On track 1 Public transport infrastructure Public transport infrastructure 2015/16 2024/25 $23,423,000
Delivery after 2020 Delivery after 2020, as per adopted LTP. To be included in Minor Improvements 3 Walking and cycling AAC Oxford Terrace (Kilmore-Madras) 2016/17 2016/17 $96,876 programme
Delivery after 2020 Funding brought forward as part of draft annual plan process. Under review 3 New and improved infrastructure for local roads AAC Hereford Street (Manchester-Cambridge) 2016/17 2017/18 $4,451,273
Delivery after 2020 Delivery after 2020, as per adopted LTP. 3 New and improved infrastructure for local roads AAC Hereford Street (Montreal-Rolleston) 2016/17 2017/18 $714,299
Delivery 2018 Minor change indictated through draft Annual Plan process. Completion now 3 Walking and cycling AAC Salisbury Street 2016/17 2017/18 $6,161,314 scheduled for 2018/19
Delay for parts On track 3 Public transport infrastructure Public transport facilities: Northlands hub 2016/17 2017/18 $1,040,000
Delivery 2018 Minor change indictated through draft Annual Plan process. Completion now 4 New and improved infrastructure for local roads Network management improvements: Dunbars Road 2016/17 2017/18 $728,000 scheduled for 2019/20
Delivery 2018 Minor change indictated through draft Annual Plan process. Completion now 4 New and improved infrastructure for local roads Intersection improvement: Deans/Moorhouse 2016/17 2017/18 $520,000 scheduled for 2019/20
Delivery 2019 Delivery 2019 3 New and improved infrastructure for local roads RONS downstream route improvement: Marshland-QEII-Shirley 2016/17 2018/19 $1,014,000
Delivery 2019 Minor change indictated through draft Annual Plan process. Completion now 3 New and improved infrastructure for local roads RONS downstream route improvements: Harewood Road 2016/17 2018/19 $442,000 scheduled for 2020/21
Delivery after 2020 Delivery after 2020, as per adopted LTP 3 New and improved infrastructure for local roads AAC Hereford Street (Cambridge-Montreal) 2016/17 2018/19 $1,494,474
On track Minor change indictated through draft Annual Plan process. Completion now 3 New and improved infrastructure for local roads Intersection safety: Barrington/Lincoln/Whiteleigh (3) 2016/17 2018/19 $1,326,000 scheduled for 2017/18
Delivery 2019 On track 3 New and improved infrastructure for local roads Intersection safety: Bealey/Madras (6) 2016/17 2018/19 $1,014,000
Delivery 2018 On track 3 New and improved infrastructure for local roads Intersection safety: Cashel/Fitzgerald (2) 2016/17 2018/19 $996,938
RTC Paper, 29 April 2016 Page 14 of 28 91
Start Finish Progress/Comment Priority Activity class Project Name Total cost Previous Comment Year Year
Delivery 2017 On track 3 New and improved infrastructure for local roads Intersection safety: Gasson/Madras/Moorhouse (1) 2016/17 2018/19 $1,014,000
Delivery 2018 On track 3 New and improved infrastructure for local roads Intersection safety: Ilam/Middleton/Riccarton (7) 2016/17 2018/19 $1,014,000
Delivery 2018 On track 3 New and improved infrastructure for local roads Intersection safety: Manchester/Moorhouse/Pilgrim (5) 2016/17 2018/19 $1,014,000
Delivery 2019 Delivery after 2020, as per adopted 2015 LTP 4 New and improved infrastructure for local roads Intersection improvement: Clyde/Riccarton/Wharenui 2016/17 2018/19 $680,160
Delivery from 2018 On Track 3 Public transport infrastructure Core public transport route and facilities: South-west (Wigram and Halswell) 2016/17 2019/20 $7,348,640
Delivery after 2020 Minor change indictated through draft 4 New and improved infrastructure for local roads Lincoln Road widening (Curletts to Wrights) 2016/17 2019/20 $9,539,920 Annual Plan process. Completion now scheduled for 2022/23 Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads RONS downstream intersection safety: Orchard/Wairakei (29) 2016/17 2019/20 $1,014,000
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Corridor: Main North Road corridor 2016/17 2019/20 $2,568,000
Delivery 2017 and 2018 On Track 3 Public transport infrastructure Transitional public transport infrastructure to support hubs and spokes 2016/17 2020/21 $1,560,000
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Network management improvements: Blenheim Road-Main South Road 2016/17 2024/25 $5,512,000
Delivery after 2020 Delivery after 2020 3 Walking and cycling AAC High Street (Hereford-Manchester) 2017/18 2017/18 $2,796,057
Delivery after 2020 Delivery after 2020 3 New and improved infrastructure for local roads AAC Armagh Street (Durham-Montreal) 2017/18 2018/19 $2,047,743
Delivery after 2020 Minor change through draft annual plan 3 New and improved infrastructure for local roads AAC Colombo Street (Bealey-Kilmore) 2017/18 2018/19 $2.397,071 process. Funding brought forward 2018/19 with final completion 2023/24 Delivery after 2020 Delivery after 2020 3 New and improved infrastructure for local roads AAC Colombo Street (St Asaph-Moorhouse) 2017/18 2018/19 $3,029,994
Delivery after 2020 Delivery brought forward through draft annual plan process. This is to align 3 New and improved infrastructure for local roads AAC Ferry Rd (St Asaph-Fitzgerald) 2017/18 2018/19 $1,885,422 with the MCR project.
Delivery after 2020 Delivery after 2020 3 New and improved infrastructure for local roads AAC Hereford Street (Madras-Manchester) 2017/18 2018/19 $1,901,927
Delivery after 2020 Delivery after 2020 3 New and improved infrastructure for local roads AAC High Street (Manchester-St Asaph) 2017/18 2018/19 $2,924,651
RTC Paper, 29 April 2016 Page 15 of 28 92
Start Finish Progress/Comment Priority Activity class Project Name Total cost Previous Comment Year Year
Delivery 2019 Minor change indictated through draft Annual Plan process. Completion now 3 New and improved infrastructure for local roads Intersection safety: Marshland/New Brighton/North Parade/Shirley (8) 2017/18 2018/19 $286,000 scheduled for 2019/20. Funding to be sought through minor improvements programme Delivery after 2020 Delivery after 2020 3 New and improved infrastructure for local roads RONS downstream intersection improvements: Memorial/Orchard 2017/18 2019/20 $1,014,000
Delivery 2020 On Track 3 New and improved infrastructure for local roads Intersection safety: Aldwins/Buckleys/Linwood (13) 2017/18 2019/20 $1,014,000
Delivery 2020 On Track 3 New and improved infrastructure for local roads Intersection safety: Bealey/Papanui/Victoria (14) 2017/18 2019/20 $1,014,000
Delivery 2021 On Track 3 New and improved infrastructure for local roads Intersection safety: Byron/Gasson (11) 2017/18 2019/20 $1,326,000
On track On track 3 Public transport infrastructure Public transport facilities 2017/18 2019/20 $3,796,000
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Intersection improvement: Highsted/Sawyers Arms 2017/18 2019/20 $2,288,000
Delivery 2020 Minor change indictated through draft Annual Plan process. Completion now 4 New and improved infrastructure for local roads Intersection improvement: Matipo/Riccarton 2017/18 2019/20 $1,014,000 scheduled for 2020/21
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads RONS downstream intersection safety: Cotswold/Sawyers Arms 2017/18 2019/20 $702,000
Delivery 2020 On track 3 New and improved infrastructure for local roads Intersection safety: Gloucester/Stanmore 2018/19 2019/20 $286,000
Delivery after 2020 On track 4 New and improved infrastructure for local roads New links: Halswell Junction Road to Connaught 2018/19 2019/20 $1,040,000
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Intersection safety: Moorhouse/Selwyn (22) 2018/19 2019/20 $1,014,000
Delivery 2020 On track 4 New and improved infrastructure for local roads Intersection safety: Riccarton/Waimairi (18) 2018/19 2019/20 $286,000
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads AAC Rolleston Avenue (Hereford-Armagh) 2018/19 2019/20 $1,262,061
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads AAC Park Terrace 2018/19 2019/20 $1,040,000
Delivery after 2020 Minor change indictated through draft Annual Plan process. Completion now 4 New and improved infrastructure for local roads AAC Worcester Street (Oxford-Montreal) 2018/19 2019/20 $846,050 scheduled for 2019/20
Delivery after 2020 Minor change indictated through draft Annual Plan process. Completion now 4 New and improved infrastructure for local roads AAC Worcester Street (Montreal-Rolleston) 2018/19 2019/20 $782,758 scheduled for 2019/20
RTC Paper, 29 April 2016 Page 16 of 28 93
Start Finish Progress/Comment Priority Activity class Project Name Total cost Previous Comment Year Year
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads AAC Durham Street (Tuam-St Asaph) 2018/19 2019/20 $765,966
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads AAC Armagh Street (Manchester-Colombo) 2018/19 2019/20 $759,077
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads AAC Lichfield Street (Madras-Manchester) 2018/19 2019/20 $443,118
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads AAC Rolleston Avenue (Cambridge-Hereford) 2018/19 2019/20 $373,726
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads AAC Armagh Street (Montreal-Park) 2018/19 2019/20 $215,280
Delivery after 2020 On Track 3 Public transport infrastructure Core public transport route and facilities: North (Papanui and Belfast) 2018/19 2020/21 $1,508,000
Delivery after 2020 On Track 4 New and improved infrastructure for local roads Intersection safety: Barbadoes/Bealey (16) 2018/19 2020/21 $1,014,000
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Intersection safety: Durham/Moorhouse (20) 2018/19 2020/21 $1,014,000
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Intersection improvement: Harewood/Main North/Papanui 2018/19 2020/21 $1,066,000
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Intersection improvement: Greers/Harewood 2018/19 2020/21 $1,319,760
Delivery after 2020 On Track 4 New and improved infrastructure for local roads Intersection safety: Fitzgerald/Hereford (17) 2018/19 2020/21 $1,014,000
Delivery after 2020 On Track 4 New and improved infrastructure for local roads Intersection safety: Bealey/Manchester (15) 2018/19 2020/21 $1,014,000
Delivery after 2020 On Track 4 Walking and cycling Local cycleway: Northern arterial link Cranford-Rutland Reserve 2018/19 2020/21 $1,040,000
Delivery after 2020 On Track 3 Walking and cycling Local cycleway: Northern cycle connection: Belfast-Kaiapoi 2018/19 2023/24 $3,848,000
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Intersection safety: Ferry/St Johns 2018/19 2023/24 $338,000
Delivery after 2020 On Track 4 New and improved infrastructure for local roads Network management improvements: Main North Road corridor 2018/19 2024/25 $6,344,000
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Intersection improvements: Blenheim/Foster/Mandeville 2018/19 2024/25 $26,000
RTC Paper, 29 April 2016 Page 17 of 28 94
Start Finish Progress/Comment Priority Activity class Project Name Total cost Previous Comment Year Year
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Intersection improvements: Blenheim/Hansons 2018/19 2024/25 $26,000
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Intersection improvements: Blenheim/Wharenui 2018/19 2024/25 $26,000
Completed Completed 4 New and improved infrastructure for local roads Network management improvements: Halswell Junction Road 2018/19 2024/25 $936,000
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Route improvements : Old Main North Road 2018/19 2024/25 $416,000
Delivery after 2020 Minor change indictated through draft Annual Plan process. Completion now 4 New and improved infrastructure for local roads New links: Main South Road to CB2/7 2019/20 2020/21 $2,080,000 scheduled for 2021/22
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Intersection improvement: Harewood/Stanleys 2019/20 2020/21 $416,000
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads AAC Gloucester Street (Oxford-Montreal) 2019/20 2020/21 $2,475,002
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads AAC Gloucester Street (Manchester-Colombo) 2019/20 2020/21 $1,992,775
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads AAC central city connecting roads and lanes 2019/20 2020/21 $1,081,280
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads AAC Gloucester Street (Madras-Manchester) 2019/20 2020/21 $961,584
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads AAC Montreal Street (Cambridge-Tuam) 2019/20 2020/21 $765,966
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads AAC Montreal Street (Tuam-St Asaph) 2019/20 2020/21 $765,966
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads AAC Cambridge Terrace (Montreal-Rolleston) 2019/20 2020/21 $531,383
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads AAC Chester Street (Madras-Oxford) 2019/20 2020/21 $520,978
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads AAC Cambridge Terrace (Kilmore-Barbadoes) 2019/20 2020/21 $279,864
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads AAC Chester Street (Cranmer-Park) 2019/20 2020/21 $183,706
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads AAC Chester Street (Durham-Cranmer) 2019/20 2020/21 $101,899
RTC Paper, 29 April 2016 Page 18 of 28 95
Start Finish Progress/Comment Priority Activity class Project Name Total cost Previous Comment Year Year
Delivery after 2020 On Track 3 Public transport infrastructure Core public transport route and facilities: South (Colombo Street) 2019/20 2021/22 $2,190,240
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Intersection safety: Falsgrave/Fitzgerald/Moorhouse (21) 2019/20 2021/22 $1,014,000
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Intersection safety: Blenheim/Matipo (24) 2019/20 2021/22 $1,014,000
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Intersection safety: Hills/North Avon (25) 2019/20 2021/22 $1,326,000
Delivery after 2020 On Track 4 New and improved infrastructure for local roads RONS downstream intersection improvements: Crofton/Sawyers 2019/20 2021/22 $702,000
Delivery after 2020 Delivery after 2020 4 Walking and cycling AAC Cashel Street (Manchester-Cambridge) 2019/20 2021/22 $4,620,483
Delivery after 2020 Delivery after 2020 3 New and improved infrastructure for local roads Safety improvements: Guardrails – new assets 2019/20 2024/25 $4,680,000
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads AAC Bealey Avenue 2019/20 2024/25 $9,186,493
Delivery after 2020 On Track 4 Walking and cycling Local cycleway: Development connections-east 2019/20 2024/25 $4,368,000
Delivery after 2020 On Track 4 Walking and cycling Local cycleway: Development connections-south 2019/20 2024/25 $4,368,000
Delivery after 2020 Delivery after 2020 3 New and improved infrastructure for local roads Intersection safety: Clarence/Riccarton/Straven 2020/21 2021/22 $286,000
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Intersection improvements: Memorial/Roydvale 2020/21 2021/22 $416,000
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Intersection improvement: Cranford/Main North 2020/21 2022/23 $702,000
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Intersection improvement: Harewood/Railway 2020/21 2022/23 $442,000
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Intersection safety: Cavendish/Styx Mill (28) 2020/21 2022/23 $702,000
Delivery after 2020 Outside LTP 4 New and improved infrastructure for local roads AAC Montreal Street (Bealey-Beveridge and St Asaph-Moorhouse) 2020/21 2022/23 $2,702,769
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Intersection safety: Deans/Riccarton/Riccarton (31) 2020/21 2022/23 $1,014,000
RTC Paper, 29 April 2016 Page 19 of 28 96
Start Finish Progress/Comment Priority Activity class Project Name Total cost Previous Comment Year Year
Delivery after 2020 Outside LTP 4 New and improved infrastructure for local roads AAC Moorhouse Avenue 2020/21 2024/25 $9,308,000
Delivery after 2020 Outside LTP 4 New and improved infrastructure for local roads AAC Montreal Street (Beveridge-Cambridge) 2020/21 2024/25 $5,767,064
Delivery after 2020 Outside LTP 3 New and improved infrastructure for local roads AAC Madras street (Kilmore-Lichfield) 2021/22 2023/24 $3,671,959
Delivery after 2020 Delivery after 2020 4 Walking and cycling Local cycleway: Development connections-North 2021/22 2024/25 $2,288,000
Delivery after 2020 Delivery after 2020 4 Walking and cycling Local cycleway: Development connections-west 2021/22 2024/25 $2,288,000
Delivery after 2020 Outside LTP 4 New and improved infrastructure for local roads Intersection improvement: Ferry/Moorhouse/Wilsons 2022/23 2024/25 $702,000
Delivery after 2020 Delivery after 2020 3 New and improved infrastructure for local roads RONS downstream route improvements: Cotswold Avenue 2023/24 2024/25 $182,000
Delivery after 2020 Delivery after 2020 3 New and improved infrastructure for local roads AAC Cashel Street (Cambridge-Montreal) 2023/24 2024/25 $1,302,013
Delivery after 2020 Delivery after 2020 4 New and improved infrastructure for local roads Intersection improvement: Ferry/Humphries/Main 2023/24 2024/25 $182,000
Delivery after 2020 Duplicate. Delivery after 2020 4 New and improved infrastructure for local roads RONS downstream route improvements: Cotswold Avenue 2023/24 2024/25 $182,000
On track On track 4 New and improved infrastructure for local roads Main North Road Corridor Optimisation 2015/16 2015/16 $800,000
On track Completed 4 Transport planning Christchurch Transport Model and CAST model update 2015/16 2015/16 $231,280
Funding approved Funding approved 1 Maintenance and operation of local roads Maintenance and operation of local roads 2015/16 2024/25 $439,290,471
Funding approved Funding approved 1 Renewal of local roads Renewal of local roads 2015/16 2024/25 $258,863,316
Funding approved Funding approved 1 New and improved infrastructure for local roads Local road improvements (minor improvements) 2015/16 2024/25 $35,000,000
Department of Conservation (Mt Cook)
Funding approved 1 Maintenance and operation of local roads Maintenance and operation of local roads 2015/16 2024/25 $590,500
RTC Paper, 29 April 2016 Page 20 of 28 97
Start Finish Progress/Comment Priority Activity class Project Name Total cost Previous Comment Year Year
Environment Canterbury
Funding probable - currently under review Funding approved 1 Transport planning Transport planning 2015/16 2024/25 $3,400,000 at NZTA
Funding approved 1 Public transport (existing) Public transport (existing) 2015/16 2024/25 $486,584,660
Funding Approved 4 Public transport (new) Public transport (new) 2023/24 2024/25 $25,072,137
Funding approved 4 Public Transport Public Transport Shelters and Facilities 2015/16 2017/18 $1,774,133
Funding approved 4 Public Transport Real Time Information replacement 2016/17 2016/17 $2,500,000
Hurunui District Council
1 Transport planning Transport planning 2015/16 2024/25 $150,000
1 Road safety promotion Road safety promotion 2015/16 2024/25 $597,110
Funding approved 1 Maintenance and operation of local roads Maintenance and operation of local roads 2015/16 2024/25 $39,687,634
Funding approved 1 Renewal of local roads Renewal of local roads 2015/16 2024/25 $37,864,943
Funding approved 1 New and improved infrastructure for local roads Local road improvements (minor improvements) 2015/16 2024/25 $3,991,233
Kaikōura District Council
1 Road safety promotion Road safety promotion 2015/16 2024/25 $182,000
Funding approved 1 Maintenance and operation of local roads Maintenance and operation of local roads 2015/16 2024/25 $4,990,000
Funding approved 1 Renewal of local roads Renewal of local roads 2015/16 2024/25 $7,010,000
Funding approved 1 New and improved infrastructure for local roads Local road improvements (minor improvements) 2015/16 2024/25 $500,000
RTC Paper, 29 April 2016 Page 21 of 28 98
Start Finish Progress/Comment Priority Activity class Project Name Total cost Previous Comment Year Year
Mackenzie District Council
Funding approved 1 Maintenance and operation of local roads Maintenance and operation of local roads 2015/16 2024/25 $15,563,654
Funding approved 1 Renewal of local roads Renewal of local roads 2015/16 2024/25 $16,199,000
Funding approved 1 New and improved infrastructure for local roads Local road improvements (minor improvements) 2015/16 2024/25 $2,500,000
NZ Transport Agency
New and improved infrastructure for state 2 Harewood Road to Yaldhurst Road four-laning 2014/15 2017/18 $75,140,981 highways Under construction
New and improved infrastructure for state 2 Western Belfast bypass 2014/15 2017/18 $121,750,000 highways Under construction
New and improved infrastructure for state 2 Mingha Bluff to Rough Creek 2014/15 2016/17 $21,800,000 highways Under construction
New and improved infrastructure for state 2 Groynes to Sawyers Arms Road 2014/15 2016/17 $42,300,000 highways Under construction
1 Transport planning Transport planning 2015/16 2018/19 $820,000 Ongoing
New and improved infrastructure for state Christchurch southern motorway Halswell Junction Road-Rolleston (stages 2 and Stage 1 tenders closed, shortlisting 2 2015/16 2019/20 $256,575,401 highways 3) Final Construction funding request process underway. Stage 2 tenders underway commences in April
New and improved infrastructure for state 3 Brougham/Burlington intersection 2015/16 2016/17 $1,350,000 highways Corridor business case underway
New and improved infrastructure for state Property acquisition almost complete, 3 Barters/Main South intersection 2015/16 2016/17 $8,907,700 highways Finalising design and property acquisition and targeting at September construction underway start
New and improved infrastructure for state 3 Carmen/Main South minor intersection improvements 2015/16 2016/17 $1,500,000 highways Under review - may be captured within development mitigation works with CCC
New and improved infrastructure for state 4 Enhanced network resilience Canterbury 2015/16 2017/18 $7,500,000 highways Business case being developed for Year One
New and improved infrastructure for state 2 Christchurch northern arterial rural with QEII 2016/17 2019/20 $214,379,715 highways Consents acquired, progressing Tenders close 5 April, aim to announce construction procurement preferred contractor in May
New and improved infrastructure for state Awaiting results of RIAWS trial before 3 Pineacres safety improvements 2016/17 2016/17 $3,300,000 highways further investigation; also included in wider corridor business case
New and improved infrastructure for state 3 Ashley to Belfast safety improvements 2016/17 2017/18 $400,000 highways Corridor business case underway
RTC Paper, 29 April 2016 Page 22 of 28 99
Start Finish Progress/Comment Priority Activity class Project Name Total cost Previous Comment Year Year
New and improved infrastructure for state 3 Woodend corridor safety improvements 2016/17 2016/17 $350,000 highways Corridor business case underway
New and improved infrastructure for state 3 State Highway 1-Rolleston intersection improvements 2016/17 2019/20 $1,000,000 highways Corridor business case underway
New and improved infrastructure for state Will be subsumed under general 4 HPMV T2 Darfield to Lyttelton 2016/17 2018/19 $450,000 highways corridor business case (underway) and Corridor business case underway removed as stand alone project.
New and improved infrastructure for state 3 Brougham Street corridor improvements 2017/18 2019/20 $12,500,000 highways Corridor business case underway
New and improved infrastructure for state 3 Lyttelton tunnel safety retrofit (deluge) system 2017/18 2017/18 $12,605,000 highways Design progressing. Construction Design underway anticipated September 2016
New and improved infrastructure for state Roadside poles being removed; further 3 Rakaia to Ashburton safety improvements 2017/18 2020/21 $3,999,600 highways consideration through corridor business case
New and improved infrastructure for state 3 Halswell Road four-laning 2018/19 2019/20 $16,939,397 highways No activity started
New and improved infrastructure for state 4 Western corridor improvements 2019/20 2023/24 $3,001,000 highways Corridor business case underway
4 Transport planning Strategic transport model updating 2014/15 2018/19 $115,000 Underway, completion due December 2015 Project complete Deferred to 16/17, following Greater 4 Transport planning Christchurch network operating plan implementation 2015/16 2015/16 $50,000 Christchurch SH corridor business cases
4 Transport planning State Highway 1 Christchurch to Dunedin corridor (Christchurch section) 2015/16 2016/17 $200,000 Corridor business case underway
4 Transport planning State Highway 73/76 West Melton – tunnel 2015/16 2015/16 $250,000 Corridor business case underway
4 Transport planning State Highway 1 and 71 Picton to Christchurch (NRR22) 2015/16 2016/17 $150,000 Corridor business case underway
4 Transport planning State Highway 75 Halswell Road corridor 2016/17 2016/17 $100,000 No activity started
2015-16 programme - Glasnevin site 4 Transport planning Weigh right facilities – Canterbury 2016/17 2017/18 $560,898 upgrade anticipated completion July No activity started 2016
New and improved infrastructure for state 4 Ashburton intersection improvements 2018/19 2021/22 $800,000 highways Corridor business case underway
New and improved infrastructure for state 4 Christchurch to Rolleston alternative route 2018/19 2020/21 $5,000,000 highways No activity started
RTC Paper, 29 April 2016 Page 23 of 28 100
Start Finish Progress/Comment Priority Activity class Project Name Total cost Previous Comment Year Year
New and improved infrastructure for state 4 Main South/Aylesbury intersection 2018/19 2019/20 $1,500,000 highways Awaiting results of RIAWS trial before further investigation
New and improved infrastructure for state 4 State Highway 1 Kaikōura coast resilience project 2018/19 2021/22 $2,850,000 highways Corridor business case underway
New and improved infrastructure for state 4 State Highway 77/Park Street int TS 2018/19 2020/21 $1,710,000 highways No activity started
New and improved infrastructure for state Construction not currently programmed, 4 Walnut Avenue intersection improvements 2018/19 2020/21 $5,162,538 highways ADC contribution to construction cost Design complete before construction progress
New and improved infrastructure for state 4 Bridge Street to Waimataitai Street four-laning 2019/20 2020/21 $1,490,000 highways Corridor business case underway
New and improved infrastructure for state 4 Hilton Highway four-laning 2019/20 2020/21 $4,800,000 highways Corridor business case underway
New and improved infrastructure for state 4 Leadleys Road right turn bay 2019/20 2020/21 $213,000 highways Delivered as Minor Improvement work
New and improved infrastructure for state 4 Marshand to Burwood median barrier 2019/20 2020/21 $4,000,000 highways No activity started Detailed business case underway
New and improved infrastructure for state 4 State Highway 74/Scruttons 2019/20 2019/20 $2,844,000 highways Under construction Complete
New and improved infrastructure for state 4 State Highway 82 Elephant Hill Stream bridge 2019/20 2020/21 $3,446,000 highways No activity started
New and improved infrastructure for state 4 Timaru intersection improvements 2019/20 2020/21 $1,760,000 highways Corridor business case underway
New and improved infrastructure for state 4 Waimataitai to Te Weka four-laning 2019/20 2019/20 $4,920,000 highways Corridor business case underway
New and improved infrastructure for state 4 Washdyke Creek bridge 2019/20 2019/20 $1,700,000 highways Corridor business case underway
New and improved infrastructure for state 4 West Melton to Darfield passing opp 2019/20 2020/21 $1,270,000 highways Corridor business case underway
New and improved infrastructure for state 4 Yaldhurst to West Melton passing opp 2019/20 2020/21 $1,170,000 highways Corridor business case underway
4 Transport planning Activity Management Plan Canterbury 2015/18 2015/16 2018/19 $700,000 Funding approved, ongoing
New and improved infrastructure for state 4 Broughs Road Extension 2014/15 2016/17 $4,830,000 highways Final design underway
RTC Paper, 29 April 2016 Page 24 of 28 101
Start Finish Progress/Comment Priority Activity class Project Name Total cost Previous Comment Year Year
4 Walking and cycling Ashburton River Bridge Pedestrian and Cycle Improvements 2016/17 2016/17 $1,490,000 Not included in NLTP
1 Maintenance and operation of state highways Maintenance and operation of state highways 2015/16 2024/25 $385,380,870 Funding approved, ongoing Programme business case underway
1 Renewal of state highways Renewal of state highways 2015/16 2024/25 $176,747,490 Funding approved, ongoing Funding approved, ongoing
New and improved infrastructure for state 1 State highway minor improvements 2015/16 2024/25 $26,497,233 highways Funding approved, ongoing Funding approved, ongoing
Selwyn District Council
routine and continual progress occurring on Routine and continual progress activity management and transport occurring on activity management and 1 Transport planning Transport planning 2015/16 2024/25 $418,000 planning for the district. transport planning for the district. Includes ONRC adoption routine and continual progress occurring Routine and continual progress delivering Councils Road Safety Action occurring delivering Councils Road Plan as over seen by Councils Road Safety Safety Action Plan as over seen by 1 Road safety promotion Road safety promotion 2015/16 2024/25 $2,183,000 Sub Committee Councils Road Safety Sub Committee. Regional Road Safety Working Group provides strategic coordination role Supporting business cases processes Supporting business cases are underway 3 New and improved infrastructure for local roads Prebbleton Hampton Shands CSM2 upgrades 2018/19 2018/19 $3,000,000 being developed
Supporting business cases processes Supporting business cases are underway 3 New and improved infrastructure for local roads Prebbleton Blakes Shands CSM2 upgrades 2020/21 2020/21 $3,500,000 being developed
NZTA developing strategic business case Council is progressing preliminary for SH1 corridor. This and other likely design and project cost estimating for projects relating to medium and long term the flyover as referenced in its LTP to Rolleston access will eventuate from these inform planning urgent developing land processes. A Business Case for short term use requirements. NZTA has developed projects and optimisation for the Rolleston a strategic business case for SH1 Industrial Zone has advanced to the corridor. This and other likely projects 3 New and improved infrastructure for local roads Rolleston State Highway 1 grade separation 2022/23 2023/24 $31,600,000 Indicative phase relating to medium and long term Rolleston access will be confirmed from these processes. A Business Case for short term projects and optimisation for the Rolleston Industrial Zone has advanced to the Indicative and detailed phase NZTA developing strategic business case NZTA has developed a strategic for SH1 corridor. This and other likely business case for SH1 corridor. This projects relating to medium and long term intersection has an important long term Rolleston access will eventuate from these role to service southern residential and processes. A Business Case for short term industrial growth areas of Rolleston. projects and optimisation for the Rolleston This and other likely projects relating to Industrial Zone has advanced to the medium and long term Rolleston access 4 New and improved infrastructure for local roads Dunns Crossing/Rolleston State Highway 1 2019/20 2019/20 $5,000,000 Indicative phase will eventuate from these processes. A Business Case for short term projects and optimisation for the Rolleston Industrial Zone has advanced to the Indicative and detailed phase.
RTC Paper, 29 April 2016 Page 25 of 28 102
Start Finish Progress/Comment Priority Activity class Project Name Total cost Previous Comment Year Year
NZTA developing strategic business case for SH1 corridor. This and other likely LURP has confirmed adoption of projects relating to medium and long term Rolleston Town Centre Plan. This and Rolleston access will eventuate from these other related SH1 intersections will have processes. NZTA alerted to issue that this is needs to be progressed to support important roles and need to be Rolleston Town Centre $20 million roading upgraded. NZTA has developed a upgrades package being rolled out. strategic business case for SH1 corridor. This and other likely projects 4 New and improved infrastructure for local roads Tennyson/Brookside Rolleston State Highway 1 2018/19 2018/19 $2,500,000 relating to medium and long term Rolleston access will eventuate from these processes. A Business Case for short term projects and optimisation for the Rolleston Industrial Zone has advanced to the Indicative and detailed phase
Supporting business cases being Supporting business cases are underway 4 New and improved infrastructure for local roads Prebbleton Hampton Springs CSM2 upgrades 2016/17 2016/17 $2,000,000 developed
Supporting business cases being Supporting business cases are underway 4 New and improved infrastructure for local roads Prebbleton Trents upgrade CSM2 upgrades 2021/22 2021/22 $500,000 developed
Funding approved Works satisfactorily ongoing within operational and KPI objectives 1 Maintenance and operation of local roads Maintenance and operation of local roads 2015/16 2024/25 $64,880,000
Funding approved Works satisfactorily ongoing within operational and KPI objectives 1 Renewal of local roads Renewal of local roads 2015/16 2024/25 $56,702,000
Funding approved Works satisfactorily ongoing within operational and KPI objectives 1 New and improved infrastructure for local roads Local road improvements (minor improvements) 2015/16 2024/25 $57,045,000
Timaru District Council
NZTA financial assistance funding This activity relates to Activity application has been submitted and we are Management planning. NZTA financial 1 Transport planning Transport planning 2015/16 2024/25 $795,000 awaiting approval assistance funding has been approved and projects are progressing Work is on-going in this activity with a focus on regional coordination. 1 Road safety promotion Road safety promotion 2015/16 2024/25 $3,051,000
Construction work is nearing completion This project is complete. 2 New and improved infrastructure for local roads Factory Road bridge 2011 2014/15 $3,589,000 that is programmed for end of February 2016
A financial assistance funding application submitted to NZTA was 4 Walking and cycling New cycleways 2015/16 2017/18 $300,000 unsuccessful as Timaru did not meet the criteria of being a "major urban centre". These projects remain on hold. This project has been deferred to 2018/19 as alternative options are being 4 New and improved infrastructure for local roads Timaru Port southern access 2016/17 2018/19 $4,750,000 investigated.
NZTA financial assistance was not approved. Some work has progressed 4 New and improved infrastructure for local roads Washdyke industrial area road upgrades 2015/16 2017/18 $2,700,000 through renewal of local roads, minor improvements and local funding.
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Start Finish Progress/Comment Priority Activity class Project Name Total cost Previous Comment Year Year
This project was not approved for funding by NZTA and is currently on 4 New and improved infrastructure for local roads Arowhenua Road upgrade 2016/17 2019/20 $2,800,000 hold.
No action is required at this time. Timing is No action is required at this time. Timing is related to adjacent land development 4 New and improved infrastructure for local roads Washdyke new local roads-land purchase 2017/18 2017/18 $300,000 related to surrounding land development progress. that has not commenced.
This project was not approved for funding by NZTA and is currently on 4 New and improved infrastructure for local roads Brenton Road reconstruction 2016/17 2017/18 $890,000 hold.
This project is complete. 4 New and improved infrastructure for local roads Orari Station Road upgrade 2016/17 2016/17 $300,000
Work is complete and was funded through This project is complete. 4 New and improved infrastructure for local roads Rangitata Island Road improvement 2016/17 2016/17 $800,000 road maintenance minor improvements and local funds.
Work is complete and was funded through This project is complete. 4 New and improved infrastructure for local roads Rangitata Island Road improvement 2017/18 2017/18 $400,000 road maintenance minor improvements and local funds.
This project was not approved for financial This project was not approved for financial assistance funding by NZTA 4 New and improved infrastructure for local roads Orari Back Road seal extension 2015/16 2016/17 $800,000 assistance funding by NZTA and is currently on hold. and is currently on hold.
Financial assistance funding from NZTA was approved. Work continues to 1 Maintenance and operation of local roads Maintenance and operation of local roads 2015/16 2024/25 $53,075,000 progress
Financial assistance funding from NZTA was approved. Work continues to 1 Renewal of local roads Renewal of local roads 2015/16 2024/25 $72,185,000 progress
Financial assistance funding from NZTA was approved. Work continues to 1 New and improved infrastructure for local roads Local road improvements (minor improvements) 2015/16 2024/25 $15,365,000 progress
Waimakariri District Council
The 2015/16 Road Safety Action Plan 1 Road safety promotion Road safety promotion 2015/16 2024/25 $1,200,000 has been approved and the programmes are being implemented. This cycleway will be coordinated with the This cycleway will be coordinated with NZTA and Christchurch City Council the NZTA and Christchurch City Council Old Waimakariri Bridge pedestrian and cycle facilities Renamed: Kaiapoi to sections of the cycleway. Not due to start sections of the cycleway. Not due to 3 Walking and cycling 2015/16 2015/16 $750,000 Belfast Cycleway until 2018 start until 2018. An Indicative Business Case has been prepared and has been submitted to NZTA. Scheme design is complete and approved Scheme design is complete and by Council. Detailed design and approved by Council. Detailed design construction planning is underway. Property and construction planning is underway. 4 New and improved infrastructure for local roads Southbrook Road/South Belt intersection upgrade 2015/16 2015/16 $965,000 purchase is almost complete. Construction Property purchase is almost complete. is now likely to be early in the 2016/17 year. Construction is now likely to be following the winter of 2016. Consultation is underway and construction Consultation is underway and construction is planned for mid 2016. 4 New and improved infrastructure for local roads Kaiapoi Pa Road upgrade 2015/16 2015/16 $750,000 is planned for early in 2016.
Construction is complete. This project was not approved by NZTA so it has 4 New and improved infrastructure for local roads Thongcaster Road (Depot Road to Browns Rock Road) improvements 2015/16 2015/16 $1,000,000 been implemented without NZTA financial assistance.
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Start Finish Progress/Comment Priority Activity class Project Name Total cost Previous Comment Year Year
Scheme planning work is underway. Scheme planning work and consultation is underway. 4 Walking and cycling Rangiora Kaiapoi Cycleway 2015/16 2017/18 $1,050,000
Scheme planning work is underway. Scheme planning work and consultation is underway. 4 Walking and cycling Rangiora Woodend Cycleway 2015/16 2017/18 $500,000
Funding approved Funding approved and programme being implemented 1 Maintenance and operation of local roads Maintenance and operation of local roads 2015/16 2024/25 $60,815,000
Funding approved Funding approved and programme being implemented. 1 Renewal of local roads Renewal of local roads 2015/16 2024/25 $49,555,000
Funding approved Funding approved and programme being implemented. 1 New and improved infrastructure for local roads Local road improvements (minor improvements) 2015/16 2024/25 $10,230,000
Waimate District Council
Funding approved 1 Maintenance and operation of local roads Maintenance and operation of local roads 2015/16 2024/25 $20,683,404
Funding approved 1 Renewal of local roads Renewal of local roads 2015/16 2024/25 $32,631,187
Funding approved 1 New and improved infrastructure for local roads Local road improvements (minor improvements) 2015/16 2024/25 $3,556,138
RTC Paper, 29 April 2016 Page 28 of 28 105
Canterbury Regional Transport Committee
Correspondence/General Information Agenda item number 15 Date 26 February 2016 Portfolio Transport Author Len Fleete, Endorsed by Steve Gibling, Strategy Advisor, Programme Manager, Environment Environment Canterbury Canterbury
Title
Correspondence for Temuka Cooperative Saleyards Company Limited concerning expanding the network of stock truck effluent disposal facilities.
Purpose
To notify the Regional Transport Committee of this request
Recommendations
That the RTC:
1. Notes the receipt of this correspondence.
Key points
The Temuka Cooperative Saleyards Company Limited has written to Environment Canterbury to notify us of their proposal to increase the size of their stock truck effluent disposal facility at their site.
They see this as an opportunity to make their facility available to all stock trucks (whether travelling to/from their site or not).
They are seeking interest from concerned agencies regarding their proposal.
Though no cost estimates are included, they will be seeking a contribution to the costs of building the facility.
The correspondence has also been forwarded to New Zealand Transport Agency and Timaru District Council.
Attachments:
1. Letter from Temuka Cooperative Saleyards Company Limited dated 11 April 2016
RTC paper, 29 April 2016 Page 1 of 1 106
Item 15 Attachment 1
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