BACKGROUND KiwiRail Holdings limited “KiwiRail” is the State Owned Enterprise responsible for the management and operation of the national rail network. This includes managing the national rail infrastructure and land as well as rail freight and passenger logistics within New Zealand. KiwiRail is also the Requiring Authority for land designated for “Railway Purposes” in District Plans throughout New Zealand. There are two rail lines within Hamilton City Council’s jurisdiction; the North Island Main Trunk Line and the East Coast Main Trunk Line. The North Island Main Trunk (NMIT) extends through the city in a north to south direction and is the primary rail spine for the entire North Island. The East Coast Main Trunk (EMCT) branches from the North Island Main Trunk at the Hamilton Railway Station, and heads east out of the city through the suburb of Ruakura. It provides the only rail access from the Bay of Plenty and Port of Tauranga to the North Island Main Trunk. The NIMT provides a rail freight and passenger link between Wellington and Auckland, while the ECMT provides a freight link between Hamilton and the Bay of Plenty, including the Port of Tauranga and the proposed Ruakura logistics hub. These lines are key strategic freight routes and as such are an important part of the KiwiRail network. SUBMISSION KiwiRail supports the development of a Regional and Golden Triangle Inter Modal Terminal (IMP) and the broad strategic direction on land and transport management set out in the Proposed Ruakura Plan Change. 2 We have liaised briefly with NZTA and AT on matters of mutual interest and our submissions also raise and/or addresses similar matters. KiwiRail’s submission on the Proposed Plan Change for the Ruakura Development covers: x Uncertainty regarding the growth of rail traffic to and from the Inland Port x Absence of rail freight modelling x Level crossings x Double tracking the ECMT at Ruakura x Proposed and long-term rail freight projects within the Auckland Metro area x Assumptions for qualitatively assessing the impacts on rail from the development x Qualitative assessment of impacts on rail (by line, for low, medium and high growth) x Relationship with the rail corridor x Plan change provisions. INLAND PORT RAIL GROWTH UNCERTAINTY KiwiRail looks forward to partnering with the Inland Port development to help deliver its success, and bring the benefits of rail to this important venture. KiwiRail is very competitive in this market and once the rail siding is in place, we will actively pursue a high market share. However, KiwiRail cannot at this stage know how successful the Inland Port will be or how much of the contestable freight market it will win. Furthermore, although KiwiRail will pursue a high market share, for the purpose of commenting on the proposed plan change, we only speculate as to how much of the Inland Port’s throughput will be handled by rail. Reinforcing this point, there appears to be no forecasting as to how rail traffic though the Inland Port might grow. Therefore we can only assess the impacts qualitatively. KiwiRail is not aware of any regional transport model that attempts to model rail freight movements (unlike urban passenger rail, which is an integral part of the Auckland and 3 Wellington models). We consider that some analysis would be beneficial to provide an indication of proposed freight growth to assist with certainty of staging the development and foreshadowing rail infrastructure requirements across the region and wider Golden Triangle. We note that NZTA has concerns in respect of the earlier release of land for development prior to the Waikato expressway being built. Decision requested: 1. Analysis and an indicative forecast (time series) of how rail traffic (tonnage or TEUs – 20 foot equivalent units) though the Inland Port is likely to grow. GRADE SEPARATED RAIL CROSSINGS The intensification of land use development/subdivision adjoining the EMCTL creates increased traffic movements that affect rail level crossing safety. The proposal seeks to create a new rail crossing point at Spine Road. KiwiRail would not support any at grade level crossings between Ruakura Lane and Telephone Road (SH 1B) once the Waikato Expressway is in place at Ruakura. That is, Percival Road Level Crossing is removed (as the Inland Port will build over it), and no new level crossings are installed. The cost of the grade separated rail crossing and who will pay has not been addressed as part of the Plan Change application. The matter is critical to the formation of the Spine Road link with the IMT and provision of North/South connectivity, and the staging of the Knowledge Area. Is this to be funded by the Hamilton City Council or by Tainui Group Holdings Limited and Chedworth Properties Limited? 4 Any new grade separated rail crossings would be expected to meet the current design criteria and envelopes of the rail access provider. The design and formation of the grade separated crossing will need to be provided to KiwiRail for assessment. We note the potential timing issues with staging the construction of the Spine Road, the closure of Percival rail level crossing, and relocation of Ruakura Road. These matters need to be worked through and resolved with KiwiRail and other relevant authorities as part of this Plan Change. Decision requested: 1. The provision of grade separated rail crossings only 2. Confirmation that Spine Road rail crossing access is to be grade separated. 3. Confirmation that the overbridge design has provision for the Inland Port siding 4. Consultation and agreement with KiwiRail on the design and layout of grade separated rail crossings, the staging of this, and closure of Percival Road Level Crossing and reinstatement. RELATIONSHIP WITH THE RAIL CORRIDOR Double Tracking The ECMT at Ruakura The development straddles the ECMT, one of New Zealand’s most strategically important lines. We believe that a condition for any approval should include a requirement for Tainui Group Holdings Limited and Chedworth Properties Limited to work with KiwiRail on all design elements. For example, the design of grade separated rail crossings should be consistent with the corridor provisions used for the Hamilton Ring Road crossing of the ECMT (Bridge 11). 5 KiwiRail wishes to preserve the option to at least double track through all of Hamilton east towards Morrinsville, including through the Ruakura development. Ultimately KiwiRail may need to double track the majority of the ECMT between Hamilton and Tauranga, although sections where it will be extremely expensive to double track are likely to remain single track for the foreseeable future (i.e. the Kaimai Tunnel and the Waikato River Bridge). Decision requested: 1. Confirmation that the rail corridor is wide enough for double tracking 2. Consultation and agreement with KiwiRail on the design and layout of the IMT, rail siding and loop throughout the staged development to integrate with the rail corridor and to ensure the corridor maintains its physical and operational capacity while providing sufficient flexibility for rail line enhancement. PROPOSED RAIL FREIGHT PROJECTS IN AUCKLAND METRO As mentioned above, KiwiRail looks forward to partnering with the Inland Port development to help deliver its success. We are however, mindful of the wider impacts from the development on rail capacity in the Golden Triangle. KiwiRail has substantially increased rail capacity between Hamilton and Tauranga in recent years, and we anticipate that only minor capacity improvements will be required over the medium term. In contrast, additional capacity within the Auckland Metro area is very likely to be needed in the next five years. The top priority to deliver a step change in capacity is to provide triple track between Westfield and Wiri. The timing of that project is set out in the following extract from KiwiRail’s Infrastructure and Engineering Business Plan FY14-16 (Section 7.1.1, Page 88): The business plan assumes that the third main will be built between Westfield and Wiri within 5 years. Timing for that construction will depend on negotiations between AT and KRG on funding contributions and access rights. 6 rather than as the primary use. This provides a level of uncertainty as to the proposed and ultimate use, and consequently impacts on the transport network. While KiwiRail fully supports the IMT, the proposed logistics hub or similar activity is also considered to be an appropriate use adjoining the rail corridor, given the potential sensitivities of other land uses (primarily residential) to 24/7 operation of the rail network, in particular the potential effects of noise and vibration. Zoning Adjoining the Rail Corridor Rail forms a key part of the region’s significant land transport infrastructure. KiwiRail seeks to protect our ability to operate, maintain and enhance the national rail network in the future. To achieve this, we seek to ensure that District Plans encourage adjoining land uses that do not compromise the ability to operate a safe and efficient rail network both day and night. Where sensitive activities are proposed on land adjoining the railway, appropriate controls should be imposed to ensure their long term amenity. Similarly it is appropriate that the District Plan provides controls that promote the safe and efficient operation of the region’s significant land transport networks including the railway. Noise sensitive development located near existing or planned infrastructure, can result in conflicts between land uses and may impact on the operation, maintenance and upgrading of infrastructure necessary to support sustainable growth of the region Decision requested: 1. Provision of appropriate zones and activities that adjoining the rail corridor; and avoidance of residential zones and noise sensitive activities adjoining the rail corridor. 2. Appropriate controls where zones and noise sensitive activities re proposed 10 PLAN CHANGE PROVISIONS Objectives and Policies - 25H.4 Objective 25H.4.16 refers to the importance of network utilities but provides no policy to manage adverse effects of subdivision use and development or noise sensitive activities on the nationally and regionally significant rail network.