Regional Transport Committee
NOTICE IS GIVEN that the next meeting of the Regional Transport Committee will be held in Mauao Rooms, Bay of Plenty Regional Council Building, 87 First Avenue, Tauranga on:
Friday, 24 May 2019 commencing at 9.30 am.
Fiona McTavish Chief Executive 16 May 2019
Regional Transport Committee Terms of Reference Delegated Function
Section 105(1) of the Land Transport Management Act 2003 requires every regional council to establish a Regional Transport Committee for its region. Membership
Each regional council must appoint to its regional transport committee:
Two persons to represent the regional council; One person from each territorial authority in the region to represent that territorial authority; and One person to represent the New Zealand Transport Agency.
Each regional council must appoint from its representatives the chair and deputy chair of the committee.
At any meeting of a regional transport committee, the chair, or any other person presiding the meeting:
Has a deliberative vote; and In the case of an equality of votes, does not have a casting vote (and therefore the act or question is defeated and the status quo is preserved). Quorum
In accordance with Council standing order 10.2, the quorum at a meeting of the committee is five, consisting of the majority of the number of members. Term of the Committee
Under section 105(1) of the Land Transport Management Act 2003, every regional council must establish a regional transport committee as soon as practicable after each triennial election. Meeting frequency
Quarterly. Specific Responsibilities and Delegated Authority
To prepare a regional land transport plan, or any significant variation to the plan, for the approval of the Regional Council. To approve any non-significant variation to the regional land transport plan. To adopt a policy that determines significance in respect of:
Page 3 of 226 . variations made to regional land transport plans under section 18D of the Land Transport Management Act 2003; and . the activities that are included in the regional land transport plan under section 16 of the Land Transport Management Act 2003.
To monitor implementation of the regional land transport plan. To provide advocacy on strategic regional and inter-regional transport matters to central government and other key stakeholders as appropriate. To provide the Regional Council with any advice and assistance the Regional Council may request in relation to its transport responsibilities. To approve submissions to central government, local authorities and other agencies on Regional Transport Committee matters. To monitor and provide advocacy on regional road safety, and approve the regional Road Safety Action Plan. Procedure of the Committee
The Regional Transport Committee may appoint external advisors to assist it in the exercise of its specific responsibilities and delegated authority. For the purposes of clarity, external advisors may be given full speaking rights at the discretion of the Committee, but are not entitled to vote on Committee matters.
The provisions of the Local Government Act 2002 and the Local Government Official Information and Meetings Act 1987 concerning the meetings of committees of regional councils, so far as they are applicable and with the necessary modifications, apply in respect of meetings of the Regional Transport Committee.
Note:
The Regional Transport Committee does not have any financial delegation. Under the Local Government Act 2002 the Regional Transport Committee is not defined as a joint committee. The Regional Transport Committee reports directly to the Regional Council. The New Zealand Transport Agency (appointed member) can nominate an alternative representative to attend Regional Transport Committee meetings, as resolved by the Regional Council.
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Page 6 of 226 Public Forum
1. A period of up to 15 minutes may be set aside near the beginning of the meeting to enable members of the public to make statements about any matter on the agenda of that meeting which is open to the public, but excluding any matter on which comment could prejudice any specified statutory process the council is required to follow. 2. The time allowed for each speaker will normally be up to 5 minutes but will be up to the discretion of the chair. A maximum of 3 public participants will be allowed per meeting. 3. No statements by public participants to the Council shall be allowed unless a written, electronic or oral application has been received by the Chief Executive (Governance Team) by 12.00 noon of the working day prior to the meeting and the Chair’s approval has subsequently been obtained. The application shall include the following: name of participant;
organisation represented (if any);
meeting at which they wish to participate; and matter on the agenda to be addressed.
4. Members of the meeting may put questions to any public participants, relevant to the matter being raised through the chair. Any questions must be asked and answered within the time period given to a public participant. The chair shall determine the number of questions.
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Page 8 of 226 Membership
Chairperson: S Crosby (Bay of Plenty Regional Council)
Deputy Chairperson: J Nees
Appointees: Councillor L Baldock (Tauranga City Council), Mayor A Bonne (Whakatane District Council), Mayor M Campbell (Kawerau District Council), Mayor S Chadwick (Rotorua Lakes Council), Councillor R Curach (Alternate, Tauranga City Council), Deputy Mayor D Donaldson (Alternate, Rotorua Lakes Council), R I'Anson (Planning and Investment Manager, New Zealand Transport Agency), Councillor A Iles (Alternate, Whakatane District Council), Councillor B Julian (Alternate, Kawerau District Council), Councillor J Palmer (Alternate, Western Bay of Plenty District Council), A Talbot (Alternate, New Zealand Transport Agency), Councillor L Thurston (Alternate, Bay of Plenty Regional Council), Councillor D Thwaites (Western Bay of Plenty District Council), Councillor K Young (Alternate, Opotiki District Council)
Attendees: Inspector B Crowe (Road Safety Advisor, BOP District Police), J Galbraith (Freight Advisor), D Kneebone (Port Advisor/Property & Infrastructure Manager, Port of Tauranga)
Committee Advisor: A Namana
Recommendations in reports are not to be construed as policy until adopted. Agenda
1 Apologies 2 Public Forum 3 Acceptance of Late Items 4 General Business 5 Declarations of Conflicts of Interests 6 Previous Minutes
6.1 Regional Transport Committee Minutes - 15 March 2019 13
6.2 Regional Transport Committee minutes - 24 April 2018 25
Page 9 of 226 6.3 Regional Transport Committee minutes - 02 February 2018 29 7 Reports
7.1 Update from Committee Members and Advisors 39
7.2 New Zealand Transport Agency Update 41
APPENDIX 1 - NZ Transport Agency Quarterly Report to Bay of Plenty Regional Transport Committee 43
7.3 Urban Form and Transport Initiative Update 53
APPENDIX 1 - UFTI Terms of Reference 57
7.4 Regional Land Transport Plan Variation - Urban Form and Transport Initiative Programme Business Case 67
APPENDIX 1 - Variation Request for Bay of Plenty Regional Land Transport Plan 2018 - UFTI Programme Business Case 71
7.5 Hamilton to Auckland Corridor Partnership 77
7.6 Appointment of Environmental Sustainability Advisor 79
7.7 Transport Planning Update 83
APPENDIX 1 - Ministry of Transport Regional Transport Policy Workshop - Tauranga - 9 April 2019 87
APPENDIX 2 - Vision Zero and the Safe System 117
APPENDIX 3 - Minutes of the Regional Advisory Group Meeting - 2 May 2019 123
7.8 Bay of Plenty Passenger and Freight Rail Investigation - Draft Report 129
APPENDIX 1 - Bay of Plenty Region Passenger and Freight Rail - DRAFT Report - May 2019 131
7.9 Review of Regional Land Transport Plan Measures and Targets 189
7.10 Bay of Plenty Regional Road Safety Report 199
APPENDIX 1 - Location of death and serious injury crashes (selected corridors and networks) 205
APPENDIX 2 - Minutes of Eastern Bay Road Safety Committee - 25 February 2019 211
APPENDIX 3 - Joint Road Safety Committee Minutes - 26 February 2019 217 8 Consideration of Late Items 9 Consideration of General Business
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Previous Minutes
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Page 12 of 226 Minutes of the Regional Transport Committee Meeting held in Mauao Rooms, Bay of Plenty Regional Council Building, 87 First Avenue, Tauranga on Friday, 15 March 2019 commencing at 9.30 a.m.
Click h ere to enter text.
Present:
Chairman: S Crosby (Bay of Plenty Regional Council)
Deputy Chairman: J Nees
Appointees: Deputy Mayor D Donaldson - Alternate, Rotorua Lakes Council, Mayor A Bonne - Whakatāne District Council, Councillor T Molloy - Alternate, Tauranga City Council, Councillor R Curach - Tauranga City Council, Councillor B Julian - Alternate, Kawerau District Council, Councillor D Thwaites - Western Bay of Plenty District Council, R I‘Anson - Acting Regional Director Waikato/BOP, New Zealand Transport Agency, Councillor L Thurston - Alternate, Bay of Plenty Regional Council, A Talbot - Alternate, New Zealand Transport Agency
In Attendance: J Galbraith - Freight Advisor, D Kneebone - Port Advisor/Property & Infrastructure Manager, Port of Tauranga,
BOPRC: Chairman Leeder, Cr David Love, Cr Norm Bruning, Namouta Poutasi – General Manager Strategy & Science, Bron Healey – Senior Transport Planner, T Nerdrum-Smith – Committee Advisor
Other: David Cunliffe – Stakeholder Strategies, Janeane Joyce - Channeled Planning and Contracting
Apologies: Mayor J Forbes - Ōpōtiki District Council, Councillor K Young - Alternate, Opotiki District Council, Mayor S Chadwick - Rotorua Lakes Council, Councillor A Iles - Alternate, Whakatāne District Council, Mayor M Campbell - Kawerau District Council,
1 Apologies
Resolved
That the Regional Transport Committee:
1 Accepts the apologies from Mayor M Campbell - Kawerau District Council, Mayor J Forbes - Ōpōtiki District Council, Councillor K Young - Alternate, Opotiki District Council, Mayor S Chadwick - Rotorua Lakes Council, Councillor A Iles - Alternate, Whakatāne District Council tendered at the meeting.
Bonne/Curach CARRIED Page 13 of 226
DRAFT MINUTES YET TO BE CONFIRMED 1 Regional Transport Committee Minutes Friday, 15 March 2019
2 Public Forum
Nil
3 Acceptance of Late Items
Nil
4 General Business
Nil
5 Declaration of Conflicts of Interest
Nil
6 Previous Minutes
6.1 Regional Transport Committee Minutes - 23 November 2018
Resolved
That the Regional Transport Committee:
1 Confirms the Regional Transport Committee Minutes - 23 November 2018
Nees/Donaldson CARRIED
7 Reports
7.1 Update from Committee Members and Advisors
Dan Kneebone – Port of Tauranga
Key Points The planned expansion into Sulphur Point was progressing well, with demolition of Port sheds being the initial stage Had liaised with local iwi and hapū in the consenting process Was working with NZTA and TCC regarding traffic flow at the surrounding roading network, including the potential to change in status of Totara Street and Hull Road to State Highway.
Key Points – Members There was a significant process surrounding changing the status of roads and a report could be brought to the Committee for consideration of possible support, once further information was available.
Ross I’Anson – New Zealand Transport Agency
Key Points Introduced himself as the interim NZTA representative on the Committee, following the departure of Parekawhia McLean. Page 14 of 226
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John Galbraith – Freight Advisor
Key Points A network of Toi Ohomai training posts for drivers and operators was being established The training could also include bus drivers.
Mayor Bonne – Whakatāne District Council
Key Points Noted the fatal accident at the Matatā straight where three road workers had been killed and Health & Safety regulations would be re-emphasised as a result The amount of roadwork on the roading network meant drivers no longer paid attention to the lowered speed limits 30km/h speed limit meant there were people working along the road.
Cr Stuart Crosby (Chairperson) – Bay of Plenty Regional Council
Key Points Focus had been on public transport since December 2018 and recognised the significant issues with the implementation of the new service provider and changed routes Main challenge was the lack of trained bus drivers and remedial actions had been put in place, with the main priority being school buses Three community meetings had been held and mainly addressed concerns regarding changed routes Effective delivery of bus services was a national issue, with the lack of qualified drivers being the main challenge A report regarding a review of the entire public transport network would be presented to the Public Transport Committee meeting on 29 March 2019.
Cr Jane Nees (Deputy Chairperson) – Bay of Plenty Regional Council
Key Points Recognised the ongoing review of the Bay of Connections and the impact on the wider Bay of Plenty region.
Deputy Mayor Dave Donaldson – Rotorua Lakes Council
Key Points Supported Mayor Bonne on the roadwork signage concerns and encouraged this to be further discussed with NZTA Noted the improvement with regards to road signs not being left when there was no works being undertaken which had created a blasé attitude A new parking regime had been introduced in Rotorua CBD Parking and traffic flow in the CBD would be discussed at the RLC’s Annual Plan Forum today.
Cr Rick Curach – Tauranga City Council
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Key Points A new Committee (Urban Form and Transport Development) was an amalgamation of the Transport Committee and the City Transformation Committee and would provide a more strategic direction, rather than being focussed on operational issues. The Committee was to be chaired by Cr Larry Baldock and the change might impact on the TCC representation on the Regional Transport Committee Concerned regarding oversubscriptions to national funds, e.g. the enhanced FAR, and the negative impact on the RLTP and the PT Blueprint Concerned regarding the deteriorating relationship with NZTA Noted the challenges in Greerton and Welcome Bay as a result of roading changes which did not appear to meet the community’s needs.
Key Points – Members Concerned that engineering considerations for roading projects were overly comprehensive and possibly unnecessary, which increased costs and slowed down progress.
Dr Don Thwaites – Western Bay of Plenty District Council
Key Points Welcomed Ross I’Anson as the new NZTA representative 15 road seal extensions taking place in the rural community About to embark on the second reconstruction of Omokoroa Road Omokoroa to Tauranga cycle/walkway was progressing well with a clip on bridge across the Wairoa River The start of the kiwi fruit season would increase congestion on the roads.
Cr Bernice Julian – Kawerau District Council
Key Points LED street lights had been installed Was in the middle of the annual roading re-seal project Installation of the right-hand turn on SH34 into the dairy factory was underway There was ongoing work relating to culverts for flood protection and the railway crossing.
Resolved
That the Regional Transport Committee:
1 Receives the report, Update from Committee Members and Advisors.
Curach/Crosby CARRIED
7.2 New Zealand Transport Agency Update
PowerPoint presentation – Reference A3157447
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Ross I’Anson – Acting Director Regional Relationships and Alistair Talbot – Lead Strategic Planner presented this item.
Key Points of Presentation New Road Safety Strategy Creating a safe network Travel demand management Re-evaluations Barkers Corner roundabout metering.
Presenters in Response to Questions The re-evaluation of projects under the new Government Policy Statement focussed on the higher volume networks There was currently no list of prioritised funding High-risk projects were oversubscribed in the national fund Recognised that NZTA worked within an environment of oversubscriptions at all times.
Key Points – Members Concern at time taken to complete the re-evaluation of projects and provide certainty on scope and timing. Tenders for projects were often significantly above the costs estimated by Councils and this represented a significant issue when NZTA funding was not forthcoming Commuters in Pyes Pa would actively avoid Barkers Corner, which increased the pressure on the surrounding local roads Concerned that safety barriers on the side of the road meant drivers were unable to pull over in a safe manner, e.g. if they had a puncture.
Resolved
That the Regional Transport Committee:
1 Receives the report, New Zealand Transport Agency Update.
Crosby/Thwaites CARRIED
7.3 Urban Form and Transport Initiative - Western Bay of Plenty
PowerPoint Presentation – Reference A3157649
David Phizacklea – Regional Development Manager introduced David Cunliffe – Stakeholder Strategies who attended the meeting to present this item.
Key Points of Presentation UFTI Update Outline/Introduction Potential long-term housing solutions identified, but still uncertain UFTI is an integrated project, aiming to deliver a fundable programme
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UFTI needs to resolve near-term housing and transport issues - and deliver an integrated, long-term, urban form and transport strategy At the heart of the problem are four interdependent issues In the next phase UFTI will develop base case answers to the questions The project will be undertaken in four phases How can UFTI benefit RTC Example output: EBOP freight flows may not be captured by Tauranga Traffic Model (TTM) Recent growth not sustainable on most Bay of Plenty State Highways Of the EBOP PGF projects, only water bottling has the potential to materially impact traffic EBOP PGF projects estimated to increase demand during summer Level rail crossing obstruct traffic between 1 and 15% of the time – but very few run during peak traffic hours.
Key Points of Presenters As the pressure on the existing roadwork increased, service would deteriorate unless remediation was undertaken urgently Collated data did not necessarily support the perception that the public considered single-occupancy vehicles as the preferred means of transport, rather there was an appetite for modal shift Recognised the importance of the KiwiRail study, which the Committee was supporting Upper North Island Supply Chain Strategy and the Auckland to Hamilton Corridor were recognised as crucial inputs into the work Involvement of iwi and the impact on Papakainga Housing were recognised as important An overall Project Director was important to ensure continuity of information supply.
Resolved
That the Regional Transport Committee:
1 Receives the report, Urban Form and Transport Initiative - Western Bay of Plenty.
Curach/Donaldson CARRIED
11.05 am – The meeting adjourned.
11.25 am – The meeting reconvened.
7.4 Transport Planning Update
Bron Healey – Senior Transport Planner presented this item.
Key Points
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In the process of preparing for the Government Policy Statement 2021 There had been no update regarding a possible interim review of the Government Policy Statement 2018 The National Road Safety Strategy was currently under review.
In Response to Questions The toll increase letter to NZTA, included as an attachment in the agenda, was aimed specifically at the two Bay of Plenty toll roads, however also took into consideration the potential wider aspects of toll increases.
Resolved
That the Regional Transport Committee:
1 Receives the report, Transport Planning Update;
2 Endorse the letter to the Interim Chief Executive of NZTA regarding the Bay of Plenty toll road price increases.
Bonne/Donaldson CARRIED
7.5 Bay of Plenty Passenger and Freight Rail Phase 1 Investigation Outline
Janeane Joyce – Channeled Planning and Contracting attended the meeting for this item and provided an outline of the report.
Key Points Was responsible for phase 1 of the Bay of Plenty Passenger and Freight Rail Investigation The change in Central Government had created a shift in the view on what a rapid transit system should look like Key aspect of the investigation was a collaborative partnership and co-operative approach Phase 1 also designed to meet NZTA’s Strategic Business Case requirements.
Key Points – Members Positive to see this investigation underway as rail could have a significant impact on the pressurised roading networks.
Resolved
That the Regional Transport Committee:
1 Receives the report, Bay of Plenty Passenger and Freight Rail Phase 1 Investigation Outline;
2 Considers and endorses the planned approach for the Phase 1 Investigation.
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Crosby/Nees CARRIED
7.6 Role of the Regional Transport Committee
Chairperson Crosby and Bron Healey – Senior Transport Planner introduced this item, which came as a result of the Regional Transport Workshop following the last meeting of the Committee.
Key Points – Members The Regional Transport Committee should cement its role as a political and community transport leader Suggested an increased emphasis on the Regional Advisory Group’s technical advice There would be benefits of a member or advisor on the Committee who represented an environmental/sustainability viewpoint Noted that the Committee had the authority to appoint Advisors
Staff Follow-up Regional Advisory Group (RAG) minutes be provided to the Committee Prepare a report for the Committee to appoint an external sustainability advisor.
Resolved
That the Regional Transport Committee:
1 Receives the report, Role of the Regional Transport Committee.
That the Regional Transport Committee recommends that the Regional Council:
2 Approves amendments to the Regional Transport Committee’s Terms of Reference as detailed in Appendix 2 of the report.
Julian/Curach CARRIED
12.00 pm – Cr Nees withdrew from the meeting.
7.7 Regional Land Transport Plan Variation - State Highway 2: Wainui Road to Opotiki (Wainui Road)
Key Points – Members Noted that the Wainui Road provided an alternative to the State Highway route.
Resolved
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That the Regional Transport Committee:
1 Receives the report, Regional Land Transport Plan Variation - State Highway 2: Wainui Road to Opotiki (Wainui Road).
2 Approves the requested scope change to the State Highway 2: Wainui Road to Opotiki activity in the Bay of Plenty Regional Land Transport Plan 2018.
3 Determines that the proposed variation is not significant for the purposes of public consultation.
Mayor Bonne/Julian CARRIED
7.8 Bay of Plenty Transport-Related Provincial Growth Fund Proposals
Resolved
That the Regional Transport Committee:
1 Receives the report, Bay of Plenty Transport-Related Provincial Growth Fund Proposals.
Crosby/Thwaites CARRIED
12.03 pm – Cr Nees entered the meeting.
7.9 Regional Land Transport Plan Implementation Report
Bron Healey – Senior Transport Planner presented this item.
Presenters in Response to Questions Stock effluent strategic case had been presented to NZTA and further information had been requested as a result.
Resolved
That the Regional Transport Committee:
1 Receives the report, Regional Land Transport Plan Implementation Report.
Crosby/Mayor Bonne CARRIED
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7.10 Regional Land Transport Plan Annual Report Card 2017/18
PowerPoint Presentation – Reference A3157449
Bron Healey – Senior Transport Planner presented this item.
Key Points of Presentation A measure of progress Final year of RLTP 2015 Demand Indicators o 12,000 more vehicles on the roads o State Highway traffic volumes are increasing Economic Performance o Freight volumes on ECMT rail lines are increasing Safety o Five year trend in deaths and serious injuries gradually increasing Resilience o National and regional SH routes were closed for 47 hours in 2017, 96% due to crashes
12.24 pm – Mayor Bonne withdrew from the meeting
Land use and transport integration o Public transport trips per capita continued to decrease Environmental sustainability o 12% of all trips by more sustainable methods o
Key Points – Members Recognised the significant contribution by cars to air pollution Alternative means of transport, e.g. electric scooters, was anticipated to have an increasing impact on traffic movements and correspondingly on air quality Sought information/reporting on incidents caused by phone use/texting while driving In some more rural areas, single vehicle travel was the only option
In Response to Questions Future reporting from NZTA was expected to provide higher level of details with regards to sustainability Public transport transfers, i.e. use of the same or two separate tickets as part of a longer, but segmented trip, was counted as one trip if the ticket was used within the same hour.
NZTA in Response to Questions SH2/SH29 resilience seen in relation to the Kaimai rail tunnel, formed part of the NZTA strategic business case.
Staff Follow-up Cause of roading incidents to be reported to the Committee.
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A3156740 DRAFT MINUTES YET TO BE CONFIRMED 10 Regional Transport Committee Minutes Friday, 15 March 2019 Resolved
That the Regional Transport Committee:
1 Receives the report, Regional Land Transport Plan Annual Report Card 2017/18.
Nees/Crosby CARRIED
The meeting closed at 12.36 pm
Confirmed DATE ______Cr Stuart Crosby Chairperson – Regional Transport Committee
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Minutes of the Regional Transport Committee Meeting held in Mauao Room 2, Bay of Plenty Regional Council Building, 87 First Avenue, Tauranga on Tuesday, 24 April 2018 commencing at 1.00 p.m.
Click h ere to enter text.
Present:
Chairman: S Crosby (Bay of Plenty Regional Council)
Deputy Chairman: J Nees (Bay of Plenty Regional Council)
Appointees: Mayor S Chadwick (Rotorua Lakes Council), Councillor R Curach (Tauranga City Council), Councillor A Iles (Alternate, Whakatane District Council), Councillor D Thwaites (Western Bay of Plenty District Council)
In Attendance: J Galbraith (Freight Advisor), Inspector B Crowe (Safety Advisor, NZ Police), Councillor T Molloy (Alternate, Tauranga City Council), Councillor L Thurston (Alternate, Bay of Plenty Regional Council), Councillor J Palmer (Alternate, Western Bay of Plenty District Council), G Maloney (Transport Policy Manager), B Healey (Senior Transport Planner), S Rossiter (Communications Manager), P Sisam (Communications Partner), M Hunt (Shine Consultancy), S Kameta (Committee Advisor), attendance in part: N Newman (Principal Advisor)
Apologies: New Zealand Transport Agency: P McLean (Regional Director Waikato/BOP), A Talbot (Alternate); Ōpōtiki District Council: Mayor J Forbes, Councillor K Young (Alternate), Kawerau District Council: Mayor M Campbell, Councillor B Julian (Alternate), Mayor A Bonne (Whakatane District Council)
1 Apologies
Resolved
That the Regional Transport Committee:
1 Accepts the apologies of Parekawhia McLean, Alistair Talbot, Mayor John Forbes, Councillor Kevin Young, Mayor Malcolm Campbell, Councillor Berice Julian and Mayor Tony Bonne tendered at the meeting.
Crosby/Iles CARRIED
2 Acceptance of Late Items and General Business
Nil.
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3 Declaration of conflicts of interest
Nil.
4 Reports
4.1 Government Policy Statement on Land Transport
Refer PowerPoint Presentation Objective ID A2857805.
The report sought approval of the submission to the Draft Government Policy Statement on Land Transport (the GPS). Transport Policy Manager Garry Maloney gave a presentation on the GPS and key points within the proposed submission.
The Chair updated members on the recent transport briefing given on the GPS by Ministers’ Twyford and Genter and subsequent panel discussions held. Members discussed and made the following comments:
1. Noted misalignment with NLTP funding for the region in proportion to increased walking, cycling and GDP and considered the connection between land use, transport and the capital cost of land was not being taken into account.
2. Positive impact was anticipated on future freight connections between road and rail with KiwiRail investment coming into the Transport Agency programme. The potential for rail and tourism and the need for line integrity were raised.
3. Bay of Connections was the filter for the Regional Investment Fund and was currently looking at three projects: the Kawerau container terminal, the Whakatāne waterfront development (tourism) and Ōpōtiki Harbour access.
Members provided feedback on the submission:
1. Considered there was sufficient justification within the GPS for activity class projects and safety improvement projects to be completed, which needed to be highlighted.
2. The Ministers’ reinforcement of the GPS’s direction was likely to dismiss funding for the Tauranga Northern Link (TNL), therefore the importance of this project needed to be emphasized. Prioritising of the TNL had not been discussed by the Committee, as it was waiting for clearer direction from the NZ Transport Agency to consider in May.
3. The submission should link with language used in the GPS and highlight the significant investment already made on committed projects.
4. Satisfied that safety was the top priority.
5. Observed underfunding within the NLTP should be noted.
6. Road pricing was undervalued and should be incorporated.
7. The submission should represent the wider Bay of Plenty region.
8. The GPS should look at ways to incentivise freight routes using modes of transport at certain times and give higher criteria for public transport.
9. FAR rates needed to be considered with the shift in new investments.
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10. Opportunities for passenger rail in the region should be included in the submission.
The Chair requested that staff make the necessary amendments to the submission in response to the Committee’s feedback and circulate the amended submission to the Committee for comment.
Resolved
That the Regional Transport Committee:
1 Receives the report, Government Policy Statement on Land Transport;
2 Approves the appended submission on the Draft Government Policy Statement on Land Transport for 2018/19 to 2027/28, subject to any amendments arising from the meeting.
3 Delegate authority to the Regional Transport Committee Chairman to authorise and approve the final submission, subject to any further amendments following circulation and comments received from the Regional Transport Committee.
Nees/Curach CARRIED
4.2 Regional Fuel Tax
The report sought approval of the submission on the proposed Regional Fuel Tax. Transport Policy Manager Garry Maloney clarified that supporting the change in the legislation would not commit the region to using it, but would make it available as a potential funding source.
Members supported the submission to consider all funding tools and for the following matters to be included as commentary:
Consideration should be given to obtaining revenue and influencing driver behaviour through legislative change to trigger advancements in technology; and to consider GPS based systems for road pricing. Advancements in technology overseas had seen a shift from gantry charging to GPS systems was noted.
Regional Fuel Tax should benefit those who pay for it and have regard to social equity issues, particularly in areas of high deprivation.
Resolved
That the Regional Transport Committee:
1 Receives the report, Regional Fuel Tax;
2 Approves the appended submission that supports the Land Transport Management (Regional Fuel Tax) Amendment Bill.
3 Delegate authority to the Regional Transport Committee Chairman to authorise and approve the final submission, subject to any further
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amendments following circulation and comments received from the Regional Transport Committee.
Iles/Crosby CARRIED
4.3 KiwiRail Becoming an Approved Public Organisation
The report sought approval of the submission on KiwiRail becoming an approved public organisation. Resolved
That the Regional Transport Committee:
1 Receives the report, KiwiRail Becoming an Approved Public Organisation;
2 Approves the appended submission that supports KiwiRail becoming an Approved Public Organisation.
Chadwick/Nees CARRIED
The meeting closed at 2:01 pm.
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A2856789 DRAFT MINUTES TO BE CONFIRMED 4 Minutes of the Regional Transport Committee Meeting held in Mauao Rooms, Bay of Plenty Regional Council Building, 87 First Avenue, Tauranga on Friday, 2 February 2018 commencing at 9.30 a.m.
Click h ere to enter text.
Present:
Chairman: S Crosby (Bay of Plenty Regional Council)
Deputy Chairman: J Nees (Bay of Plenty Regional Council)
Appointees: Mayor J Forbes (Ōpōtiki District Council), Mayor A Bonne (Whakatāne District Council), Councillors R Curach (Tauranga City Council), B Julian (Alternate, Kawerau District Council), D Thwaites (Western Bay of Plenty District Council)
In Attendance: J Galbraith (Freight Advisor), Inspector B Crowe (Safety Advisor, NZ Police), Councillors: L Thurston (Alternate, Bay of Plenty Regional Council), T Molloy (Alternate, Tauranga City Council), J Palmer (Alternate, Western Bay of Plenty District Council), N Bruning, K Winters (Bay of Plenty Regional Council), Mayor G Webber (Western Bay of Plenty District Council); F McTavish (General Manager Strategy & Science), G Maloney (Transport Policy Manager), B Healey (Senior Transport Planner), M Haseley (Principal Transport Planner, NZ Transport Agency), J Paterson (Western Bay of Plenty District Council), M Parkes (Tauranga City Council), S Kameta (Committee Advisor)
Apologies: Mayor M Campbell (Kawerau District Council), Mayor S Chadwick (Rotorua Lakes Council), Deputy Mayor D Donaldson (Alternate, Rotorua Lakes Council), P McLean (Regional Director Waikato/BOP, NZ Transport Agency), A Talbot (Alternate, New Zealand Transport Agency), D Kneebone (Port Advisor)
1 Apologies
That the Regional Transport Committee:
1 Accepts the apologies from Mayor Campbell, Mayor Chadwick, Deputy Mayor Donaldson, Parekawhia McLean, Alistair Talbot and Dan Kneebone tendered at the meeting.
Crosby/Curach CARRIED
2 Acceptance of Late Items and General Business
Nil.
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3 Confidential Business to be transferred in open
Nil.
4 Declaration of conflicts of interest
Nil.
5 Previous Minutes
5.1 Regional Transport Committee Minutes - 22 November 2017
Corrections
1) Agenda page 11 – Attendances: delete Mayor Forbes, Mayor Campbell and Cr Julian; Apologies: insert Mayor Campbell; within resolution amend mover’s name from ‘Molloy’ to ‘Crosby’.
2) Agenda page 12 – minute item 6.1, Update from Committee Members and Advisors: amend fifth bullet to read: “Trial of a one-way system incorporating a cycleway around Pilot Bay and Maunganui Road was being investigated.”
3) Agenda page 14 – continuation of minute item 6.1, under Councillor Thwaites – Western Bay of Plenty District Council, amend first bullet end of sentence to read: “a cost of $300,000…”
4) Agenda page 14 – within resolution of minute item 6.1: replace mover’s name from ‘Molloy’ to ‘Thwaites’.
5) Agenda page 16 – grammatical correction within second bullet point, removing the word ‘was’.
Resolved
That the Regional Transport Committee:
1 Confirms the Regional Transport Committee minutes of 22 November 2017 as true and correct record, subject to the foregoing corrections.
Crosby/Nees CARRIED
6 Reports
6.1 Update from Committee Members and Advisors
Committee members and advisors gave a verbal update on transport matters impacting their areas.
Cr Julian, Kawerau District Council
Due to flooding at the Kawerau overpass, repair works were occurring along with installation of barriers around abutments; Some issues were being experienced with the traffic lights at the intersection of State Highway 34 and Fletcher Avenue;
A2806027 Page 30 of 226 2 Regional Transport Committee Friday, 2 February 2018
Installation of a T-intersection and roundabout on State Highway 34 adjacent to the Pūtauaki Industrial Block was anticipated as part of the Transport Agency maintenance programme.
Cr Thwaites, Western Bay of Plenty District Council
Issue was raised regarding a fatality along State Highway 2 at Te Puna Quarry Road intersection.
Cr Nees, Bay of Plenty Regional Council
Questioned whether the number of truck crashes that had occurred along State Highway 2 through to Waihī could be attributed to an HPMV issue. Staff advised this matter could be addressed during the Transport Agency update in the following item.
Mayor Forbes, Ōpōtiki District Council
Raised attention to the poor condition of the Ōpōtiki Bridge and the negative image it placed on the township. With substantial numbers of visitors travelling through the town over the summer period, the desire was raised for the Transport Agency to look at a more regular maintenance programme.
Cr Crosby, Bay of Plenty Regional Council
Noted more evidence of changing weather patterns and subsequent future considerations needed to address climate change and water impacts.
Mayor Bonne, Whakatāne District Council
Noted major congestion experienced at the tear-drop roundabout during the summer period and impacts to the Whakatāne Bridge, due to heavy rainfall and increased river flows and subsequent delay issues getting with contractors, had hindered traffic issues. Long-term development planned on the western side of the Whakatāne River would have a future impact on existing traffic congestion issues.
Unsealed pavement trial for a special purpose (green) road on State Highway 28 was being pursued and a vision of Tūhoe iwi, with subsequent funding application being submitted to the Transport Agency.
John Galbraith
Nil.
Inspector Crowe
National road deaths had gained a lot of media attention and involved speed, alcohol and a lack of judgement.
Three teams operating in the region over the holiday period had caught 55 drink drivers within a two-day period was a disappointing result, but hoped that visibility of the teams would serve as a reminder to drivers.
Fatalities in December and January had involved vehicles turning and crossing the centreline. NZ Police were meeting with the Transport Agency to discuss what could be done.
A2806027 Page 31 of 226 3 Regional Transport Committee Friday, 2 February 2018
Anecdotal observations of the 110km speed limit along the Tauranga Eastern link for the majority had been well received and complied to.
Cr Curach – Tauranga City Council
Transport business case and Cycle Action Plan were progressing.
Analysis and feedback had identified the need to identify a suitable location for the proposed CBD bus interchange and that Willow Street was not ideal.
Parking capacity and endeavours to accommodate demand and minimise impact on commuters and shoppers was an ongoing issue. A desire for city projects (i.e. e- bikes) to take shape was noted.
Resolved
That the Regional Transport Committee under its delegated authority:
1 Receives the report, Update from Committee Members and Advisors.
Crosby/Julian CARRIED
6.2 New Zealand Transport Agency Update
Transport Agency Principal Transport Planner Mark Haseley gave a verbal update on current Transport Agency matters.
1. Further to Minister Twyford’s letter, the Ministry of Transport was leading development on the Government Policy Statement for Land Transport 2018, which was expected in March 2018 to coincide with investment assessment work;
2. Advice on moderating bids for final transport programmes would be advised after the Transport Agency Board meeting in April 2018;
3. Dame Fran Wilde had been appointed as Acting Chair for the Transport Agency Board with subsequent appointments to be advised. A Board visit to the Bay of Plenty was planned for 19-20 April 2018. Staff were talking with regional partners regarding itinerary options for the visit.
Further to queries raised, members were advised:
4. Regarding large truck crashes along State Highway 2 - Omokoroa to Waihī, the Transport Agency had not identified any specific issues relating to HPMV’s, but would continue to monitor. It was noted that the number of deaths along State Highway 2 had reduced, with further safety improvements to continue.
5. The maintenance programme for the Ōpōtiki Bridge would be reviewed.
6. Transport Agency organisation structure and staff roles were still being worked through, with further advice and brochures being prepared for stakeholders in due course. Rob Campbell had been appointed as Manager System Management as the local contact for the Bay of Plenty region, primarily for operations and footprint matters and Parekawhia McLean would continue to be involved as the high level Strategic Relationship Manager.
A2806027 Page 32 of 226 4 Regional Transport Committee Friday, 2 February 2018
It was requested that a letter be prepared and sent by the Chair on the Committee’s behalf to thank outgoing Board Chairman Chris Moller for his tenure, which was supported by the Chair and members.
Resolved
That the Regional Transport Committee under its delegated authority:
1 Receives the report, New Zealand Transport Agency Update.
Crosby/Bonne CARRIED
6.3 Draft Regional Land Transport Plan for Consultation
Refer PowerPoint Presentation (Objective ID A2801594) and Tabled Document 1.
Senior Transport Planner Bron Healey presented a draft Regional Land Transport Plan (RLTP) for approval for public consultation and sought direction on the composition of the RLTP hearings sub-committee. A presentation outlined the Government’s direction and timeframes for release of the Government Policy Statement on Land Transport (GPS) in June and a summary of proposed changes made to the draft RLTP. A copy of an email from Ministry of Transport - Manager Investment Helen White was tabled for information (refer Tabled Document 1).
Regarding the two-month delay of the GPS, the need to progress the draft RLTP was raised, noting further opportunity to make changes to it during the consultation process.
Advice was received on various matters and the following points noted:
Fundamental changes to the scope of the GPS in phase two may require changes made to the Land Transport Management Act.
The draft RLTP provided a 7-year forecast rather than a 10-year forecast, based on information that NZTA had included in their Transport Information Online database. It was noted that Horizons Regional Council had released a draft RLTP for public consultation with a 7-year forecast.
Members were advised a Regional Visitor Economy Strategy was to be established and that a submission would come through to the draft RLTP.
A Bay of Plenty rail feasibility study was being proposed and the Committee voiced their support for a placeholder activity to be provided for this work, rather than leaving a review to the Regional Public Transport Plan.
Members provided the following comment and direction in regard to the draft RLTP:
1. Section 2.3.3 Airports: It was requested that wording be expanded in regard to growth of passenger numbers and proposed plans for extending the Whakatāne Airport runway. Staff advised they would follow-up with Whakatāne District Council staff on this matter.
2. Section 2.3.4 Rail: The Committee agreed to remove the first bullet on page 20, following advice received that re-commissioning of the Tāneatua branch line to improve rail access to Eastern Bay of Plenty forestry areas was redundant and outside forestry requirements.
A2806027 Page 33 of 226 5 Regional Transport Committee Friday, 2 February 2018
3. Feasibility investigation to extend the Bay of Plenty rail network through to Taupō was supported, as being in line with increased truck and train volumes.
4. Section 2.4.2: Figure 4: Regional Economic Development Projects (page 24): the inclusion of Otakiri water bottling plant; and developing trends to provide for anything coming through i.e. aquaculture, timber, geothermal related industry, forestry was requested. A mechanism for identifying private sector development that was occurring all the time i.e. future changes in kiwifruit logistics impacting on transport network, was raised for consideration.
Adjournment The meeting adjourned at 10:47am and reconvened at 11.10 am.
5. Chapter 6:Corridors and Networks:
a) Reference to the Kawerau container hub and other potential regional development proposals i.e. Otakiri water bottling, Ōpōtiki sea farms and harbour redevelopment (business case) was requested.
b) Population growth was noted as not being linear or translating to transport activity growth and GDP.
6. Chapter 7: Regional Programme:
a) Figure 22 (page 76): it was noted that source data for the first three years may not be current and would need to be reviewed;
b) Figure 24: Consideration to include an indicative timeline was noted;
c) Figure 25: Regional priorities – discussion was raised regarding the order of priorities. It was noted that prioritisation of activities was required by legislation and scored according to the prioritisation process set out in the draft RLTP. The assessment by the Regional Advisory Group would be unlikely to change unless further information was received by the proposing organisation. It was noted that the assessment of W2T Waihi to Omokoroa (Transformed) would be referred back to NZTA to gain a clearer understanding of the primary objective of this activity. Subsequent amendments would be considered through the submission process.
7. It was requested that a KPI for new commercial activities be included. Staff advised a qualitative statement under Chapter 3 would be included.
8. Appendix 1: Figure 34: A request was made to ensure the level of detail included on the SmartGrowth Strategy and the Rotorua Spatial Plan was consistent.
9. Appendix 3: requested the inclusion of the Stock Effluent Treatment Strategy under State Highway improvements.
Discussion followed on the composition of the hearing sub-committee. Members confirmed their availability and non-availability to hear submissions and noted that confirmation would need to be sought from Eastern Bay and Rotorua committee members, following the meeting. Resolved
That the Regional Transport Committee:
A2806027 Page 34 of 226 6 Regional Transport Committee Friday, 2 February 2018
1 Receives the report, Draft Regional Land Transport Plan for Consultation;
2 Confirms that a review of the Bay of Plenty Regional Land Transport Plan 2015 has been carried out in accordance with section 18CA of the Land Transport Management Act 2003;
3 Determines that the variation to the Regional Land Transport Plan arising from the review is significant for the purposes of public consultation;
4 Approves the draft Bay of Plenty Regional Land Transport Plan 2018, including any amendments arising from discussion of the report, for public consultation in accordance with the requirements of the Land Transport Management Act 2003;
5 Delegates to the Committee Chair the power to make minor amendments to the draft Regional Land Transport Plan prior to its release to the public;
6 Appoints a sub-committee to undertake hearings and deliberations, comprising Cr Crosby, Cr Nees, Cr Curach with an Eastern Bay and Rotorua Regional Transport Committee representative to be determined.
Bonne/Forbes CARRIED
Closing remarks
The Chair thanked members for their input and acknowledged Fiona McTavish and staff for their work.
The meeting closed at 12:31 pm.
Confirmed DATE ______Cr Stuart Crosby Chairperson Regional Transport Committee
A2806027 Page 35 of 226 7
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Reports
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Receives Only – No Decisions
Report To: Regional Transport Committee
Meeting Date: 24 May 2019
Report From: Garry Maloney, Transport Policy Manager
Update from Committee Members and Advisors
Executive Summary
The purpose of the report is to enable Committee members and advisors to provide a brief verbal update on transport initiatives and issues impacting on their respective areas.
Recommendations
That the Regional Transport Committee:
1 Receives the report, Update from Committee Members and Advisors.
1 Introduction
This standing item is included in the agenda to enable Committee members and advisors to provide a brief verbal update on transport initiatives and issues impacting on their respective areas.
2 Budget Implications
2.1 Current Year Budget
The report does not require a decision so there are no current Regional Council budget implications.
2.2 Future Budget Implications
The report does not require a decision so there are no future Regional Council budget implications. 3 Community Outcomes
This item directly contributes to the Vibrant Region Community Outcome in the Council’s Long Term Plan 2018-2028.
Page 39 of 226 Update from Committee Members and Advisors
Bron Healey Senior Transport Planner for Transport Policy Manager
15 May 2019 Click here to enter text.
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Receives Only – No Decisions
Report To: Regional Transport Committee
Meeting Date: 24 May 2019
Report From: Garry Maloney, Transport Policy Manager
New Zealand Transport Agency Update
Executive Summary
The purpose of the report is for New Zealand Transport Agency representatives to update the Committee on current national and regional initiatives.
Recommendations
That the Regional Transport Committee:
1 Receives the report, New Zealand Transport Agency Update.
1 Introduction
New Zealand Transport Agency (NZTA) representatives will update the Committee on current national and regional initiatives. The NZTA quarterly report to the Committee is appended.
2 Budget Implications
2.1 Current Year Budget
The report does not require a decision so there are no current Regional Council budget implications.
2.2 Future Budget Implications
The report does not require a decision so there are no future Regional Council budget implications. 3 Community Outcomes
This item directly contributes to the Vibrant Region Community Outcome in the Council’s Long Term Plan 2018-2028.
Page 41 of 226 New Zealand Transport Agency Update
Bron Healey Senior Transport Planner for Transport Policy Manager
15 May 2019 Click here to enter text.
2 Page 42 of 226
APPENDIX 1
NZ Transport Agency Quarterly Report to Bay of Plenty Regional Transport Committee
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Receives Only – No Decisions
Report To: Regional Transport Committee
Meeting Date: 24 May 2019
Report From: David Phizacklea, Regional Development Manager
Urban Form and Transport Initiative Update
Executive Summary
The Urban Form and Transport Initiative (UFTI) was formally launched by the SmartGrowth Leadership Group on 20 March 2019, focused on the western Bay of Plenty sub-region. Phase One of the initiative is now complete.
Key updates over the past two months since the last meeting include: Reporting of Phase One; including completion of draft project plan and issues briefing papers to SmartGrowth Leadership Group on 20 March 2019 and approval of project principles at 17 April 2019 meeting. Appointment of Project Director, Project Manager and Technical Coordinator roles. Commencement of Phase 2 with a key deliverable being a Foundation report in July 2019, setting out the land use pattern and transport requirements for the western Bay of Plenty subregion under current scenarios based on agreed assumptions. Minister Twyford (Minister for Housing and Transport) visited Tauranga on 15 May 2019 and confirmed the Government’s involvement in UFTI. The Ministry for Housing and Urban Development is now a partner in UFTI and provides a key connection with ministers and other government agencies, including transport and education. A focus on the near-term transport projects required to support housing capacity, including the Tauriko Network Plan, Tauranga Northern Link/SH2 improvements and Western Bay of Plenty Public Transport Blueprint.
A verbal update will be given by Robert Brodnax (UFTI Project Director) at the meeting.
Recommendations
That the Regional Transport Committee:
1 Receives the report, Urban Form and Transport Initiative Update;
1 Background
The Urban Form and Transport Initiative (UFTI) is a project supported by a refreshed partnership between the New Zealand Transport Agency and the three SmartGrowth
Page 53 of 226 Urban Form and Transport Initiative Update
partner councils - Bay of Plenty Regional Council, Western Bay of Plenty District Council and Tauranga City Council.
The Terms of Reference were signed on 11 March 2019, and state that the parties have agreed to work together to identify an integrated strategic approach for the development of the western Bay of Plenty’s urban form and transport system. The Terms of Reference are attached in Appendix 1.
The formal launch of UFTI followed the 20 March 2019 SmartGrowth Leadership Group meeting. The project is integrated with the Future Development Strategy (required by the National Policy Statement for Urban Development Capacity) and Tauranga Urban Strategy.
Key UFTI deliverables will include a set of recommendations on how to implement the aligned strategic approach (including consideration of further work and any changes to statutory documents and structures).
2 UFTI Phase One
The first phase of work has been completed, including completing a draft project plan and establishing project governance and key resources required to deliver the remainder of the project.
David Cunliffe (Stakeholder Strategies) presented to the Regional Transport Committee at its 15 March 2019 meeting on the Phase One work.
The following appointments have been made to lead the delivery of the project:
Project Director – Robert Brodnax (Beca Consultants, Hamilton) Project Manager – Janeane Joyce (Channelled Consulting, Tauranga) Technical Coordinator – Ben Peacey (NB Consultants, Wellington). 3 UFTI Phase Two
The project has now moved into the second phase where the project plan will be finalised and a Foundation Report completed in July 2019.
The Foundation Report will confirm the operating context; objectives for the project; baseline programme (including gaps); how options to complete a network master plan will be evaluated; and how success against the objectives will be measured. This will set the ‘foundation’ for evaluating options for the short/medium and long term in the next phase of the project.
Engagement with key stakeholders through targeted workshops are planned to commence in June through a newly established Stakeholder Advisory Group.
A technical piece of work on regional freight flows will also be undertaken. 4 Regional Implications
A key component of Phase Two is better understanding the regional flows of freight, vehicles, people and economic drivers (including the growth potential of Provincial Growth Fund projects). It is important that improvements to the western Bay of Plenty
2 Page 54 of 226 Urban Form and Transport Initiative Update
transport system and a confirmed future urban settlement pattern, takes into account the wider region, in particular Rotorua and the Eastern Bay of Plenty, as well as linkages across the upper North Island.
The Regional Transport Committee will continue to receive regular updates on UFTI as the project progresses and have a key role in reviewing the regional flows work module.
The outputs of the UFTI project will input into the next Regional Land Transport Plan for consideration.
5 Budget Implications
5.1 Current Year Budget
As this is an information only report there are no budget implications for the Regional Transport Committee to consider.
5.2 Future Budget Implications
As this is an information only report there are no budget implications for the Regional Transport Committee to consider. 6 Community Outcomes
This project directly contributes to A Healthy Environment and A Vibrant Region Community Outcomes in the Regional Council’s Long Term Plan 2018-2028.
Adam Fort Senior Planner for Regional Development Manager
16 May 2019 Click here to enter text.
3 Page 55 of 226
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APPENDIX 1
UFTI Terms of Reference
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Page 58 of 226 Western Bay of Plenty Urban Form and Transport Initiative
Terms of Reference
1 Page 59 of 226 1 Parties
1.1 The Parties to this agreement are New Zealand Transport Agency ("NZTA"), the Western Bay of Plenty District Council and Tauranga City Council, the Bay of Plenty Regional Council ("Local Authories" or "LAs").
2 Purpose of this Terms of Reference
2. 1 The Parties have agreed to work together to identify an integrated strategic approach for the development of the Western Bay of Plenty's urban form and transport system that delivers the best possible outcomes.
2.2 The Parties wish to record their mutual intentions and understanding in relation to the Western Bay of Plenty Urban Form and Transport Initiative (UFTI).
3 Background
3.1 The Western Bay of Plenty sub-region (WBOP) needs a reconsidered urban form and transport plan.
3.1.1 Rapid current and forecast growth of the WBOP and its surrounding areas is placing pressure on housing and infrastructure, compromising desired social, cultural, environmental and economic outcomes.
3.1.2 The characteristics of the WBOP, such as its complex natural geography, increasingly aging population and economically important Port and industries, combine to create distinctive planning challenges which require unique solutions.
3.1.3 Changes to the Government's transport priorities place a stronger emphasis on broader outcomes, including access to social and economic opportunities, reducing environmental harm, supporting liveable urban areas and improving travel choice. These changes mean several major projects are being re evaluated, to reassess their priority, form and timing within the context of the 2018 Government Policy Statement on Land Transport ("GPS"). = 3.1.4 Global and local trends are creating new opportunities and challenges which will need to be navigated. For example, climate change, global socio-economic and geopolitical uncertainty, emerging and future technologies, and societal shifts towards living more sustainable lives. Leaming from world-leading examples of urban and transport planningwill be important. 3.2 The Local Authorities have undertaken several projects which help to Identify the issues to be resolved - for example, the Stocktake and Gap Analysis, Future Development Strategy, and Tauranga Urban Strategy-but more work is required to ensure the a shared agreement which resolves the right solutions in the best possible way existings between the LAs, NZTA and the wider community. 3.3 The parties recognise that closer engagement between the LAs and NZTA is needed to address current issues and ensure the long-term success of the WBOP.
2 Page 60 of 226 3.4 Through the Urban Form and Transport Initiative (UFTI), the LAs and NZTA commit to working together constructively and in good faith to agree a strategic approach for urban form and transport, with recommended actions for implementation.
4 Project purpose
4.1 The purpose of the project is to develop a strategic approach for the development of WBOP's urban form and transport system which provides short (0 to 10 years), medium (10 to 30 years) and long term (30+ years} recommendations to help guide the Parties' statutory decision making processes.
4.2 In fulfilling its purpose, the UFTI should:
4.2.1 Ensure that the agreed urban form and transport strategic approach meets the project objectives {to be jointly agreed in Phase one) and delivers the best possible outcomes, including value for money.
4.2.2 Have an understanding of the costs, benefits, funding and other implications of implementing the agreed and aligned strategic approach and its main alternatives.
4.2.3 Provide a set of recommendations on how to implement the aligned strategic approach (including consideration of further work and any changes to statutory documents and structures).
4.3 For avoidance of doubt, the purpose of the project is not to replace the statutory decision making responsibilities of the Parties.
5 Objectives
5.1 The objectives provide a means of assessing the success of the UFTI.
5.2 The draft objectives are:
5.2.1 To enable, support and shape a sustainable, vibrant efficient, and more liveable urban form.
5.2.2 To enable and support sufficient housing supply in existing and new urban areas to meet current and future needs.
5.2.3 To support access to economic and social opportunities as the WBOP's ._.;; ·"'"'"'° population and economy grows. -----
5.2.4 To improve measureable transport outcomes such as congestion levels, road safety, travel choice and private vehicle dependency, and environmental impacts (including CO2 emissions).
5.2.5 To ensure long-lasting economic, social, environmental and cultural benefits and value for money from the agreed strategic plan.
5.3 The draft objectives will be confirmed in Phase One.
3 Page 61 of 226 6 Scope
6.1 The project will develop an agreed strategic approach and recommended implementation actions, to guide the development of the Western Bay of Plenty's urban form and transport system.
6.2 The project will include consideration of:
6.2.1 The assumptions, content, and processes underlying the State Highway 2 Waihi to Tauranga, SH29 Tauriko Network Plan State Highway Re-evaluation exercises, and the three key arterial roads within Tauranga City (Hewletts Road, Elizabeth Street and the Bark.es to Baypark corridor).
6.2.2 Engagement with the public and relevant local and national, public and private sector, organisations and stakeholders to better understand their urban form and transport desires.
6.2.3 The aspiration/vision and critical success factors for WBOP's urban form and transport system.
6.2.4 Likely long term changes in demographics, demand for housing, housing supply potential, social cohesion and equality, environmental sustainability, economic development, employment, demand for travel, and other trends.
6.2.5 Opportunities and challenges presented by new, emerging and future technology.
6.2.6 Development of long term urban and transport scenarios for the future of the WBOP, based on a robust understanding of global and local trends and technology developments.
6.2.7 Regional transport demand modelling, including a business-as-usual baseline and projections based on scenarios.
6.2.8 Consideration of network effects, system dynamics, world-leading approaches to urban and transport planning, and emergent approaches to funding and solution testing {e.g. piloting).
6.2.9 Option development which~should include comprehensive urban form and transport interv.entions, and..:analysis of alternative combinations of urbanJorm options and their broad timing and scale.
6.2.1 O Robust analysis of key options, including costs and benefits, and other qualitative and quantitative decision factors. _:;;,;;;;: 6.2.11 The nature, scale and timing of any funding required to deliver the recommended strategic approach.
6.3 The project may identify further work needed to successfully identify and implement the recommended strategic approach, including that to be furthered by other Government departments and agencies.
4 Page 62 of 226 7 Governance
7.1 The Parties agree the project will be governed by two bodies:
7.1.1 A Project Sponsors' Group ("PSG"), which:
7.1.1.1 Includes the Mayors/Chair of the LAs, NZTA Senior Officials, a tangata whenua representative, and the Chair of SmartGrowth.
7 .1.1.2 Receives the Project deliverables.
7.1.1.3 Provides guidance and direction regarding the desired outcomes and process, feedback on deliverables, and liaises with decision makers regarding implementation (for example, with the Regional Transport Committee}.
7.1.2 An Executive Review Group ("ERG"), which:
7 .1.2.1 Includes the Chief Executives of the LAs, NZTA Senior Officials, and the Chair of SmartGrowth.
7 .1.2.2 Agrees the project plan detailing the working protocols for the agencies, the project scope, resource plan, cost plan and funding arrangements for the project, procurement plan and timeframes.
7.1.2.3 Appoints an Independent Project Director, who will oversee the day to-day running of the project.
7 .1 .2.4 Consider key findings and recommendations throughout the project and approves the project's deliverables.
7.1.2.5 Provide regular updates, at least once at the end of each phase, and deliver recommendations to their respective Parties and governance groups.
7.1.2.6 Ensure the project is delivered to the agreed scope and timeframes.
7 .1.2. 7 Endeavour to resolve issues, or refer where necessary to the Executive Cha]rs. ~--,· d-4.v.?"j.-.d __ 7.2 The Transport Agency's lead official.~fand Bill Wasley (Chair of SmartGrowth) will act as 'Co-Chairs' of the PSG and ERG. The Executive Co-Chairs will:
7.2.1 Ensure the PSG are regularly advised on the project's progress . ..:;._.,.. -~- ·-::--· 7.2.2 Provide the PSG with the deliverables at the end of each project phase.
7.2.3 Resolve differences in position and agree the preferred position.
7.2.4 Recommend changes to this Terms of Reference if required. 7 .3 The Parties agree that the Governance arrangements are draft and will be finalised at the end of Phase One.
5 Page 63 of 226 8 Project Team
8.1 The Parties agree that the project Project Team tasked with delivering the UFTI will include a mix of NZTA and WBOP LA staff, and other external consultants and contractors as required.
8.2 The Project Team will be managed on a day-to-day basis by an Independent Project Director, who will be appointed by the ERG.
8.3 The Parties agree to provide apprioriate staff to ensure the project can be progressed quickly and robustly.
8.4 The Parties acknowledge that any issues or differences in view are to be addressed at the Project Team level and, should they be unable to be resolved, be escaled to the Independent Project Director or ERG as appropriate.
9 Deliverables
9.1 The work will be undertaken in four broad phases, with the following deliverables to the Parties:
9.1.1 Phase One: The project's agreed objectives, an agreed process moving forward for the five near-term projects {refer to clause 6.2.1 }. a detailed project plan including resource and cost plan for UFTI, a procurement plan, a public communication and stakeholder engagement plan, and guidance for how the project team should operate.
9.1.2 Phase Two: An overview of the context, long-term trends and scenarios, problem definition, desired outcomes and key performance measures, and an early identification of options in a 'Foundation Report'.
9.1 .3 Phase Three: Initial testing and evaluation of the urban form and transport options, a draft of the high-level strategic plan and network master plan, and high-level recommendations in an 'Interim Report'.
9.1.4 Phase Four: C_ompletion of a 'Final Report', detailing the best perfonn.ing options, the integrated urban form and transport plan, and recommended actions to-achieVe implementation. ..;.
9.2 The Parties agree that the analysis and findings of the project will be provided to the Regional Transport Committee and other Central and Local Government planning committ~s as_~p important input into their planning proces~es. -=
9.3 Ttmeframes for the project will be finalised in the Phase One work, which is to be completed by the end of February 2019. The Final Report is intended to be completed by the end of 2019.
6 Page 64 of 226 10 Stakeholder engagement
10.1 The Team will engage with external stakeholders, as guided and approved by the ERG, to receive feedback as appropriate throughout the development of options and the recommended strategic approach.
10.2 The Project Team will provide regular updates to at least two other groups:
10.2.1 The External Reference Group, which will include representatives from Bay of Plenty Councils, the local business community, relevant Central Governement agencies, tangata whenua, communlty groups and other public organisations.
10.2.2 The Regional Transport Committee, which will have the opportunity to provide feedback on emerging conclusions. 10.3 Other stakeholder engagements will be agreed with the ERG and undertaken throughout the project. A detailed stakeholder engagement plan, including a RASCI assessment, will be developed in Phase One of the project.
11 Protocols for the project
11.1 The Parties may extend the Terms of Reference to include other Parties if required and by mutual agreement.
11.2 The Parties agree to participate in the project in good faith and recognise the need to examine existing policies and strategies to achieve alignment between Parties.
11.3 The Parties acknowledge the sensitivities involved in the project and agree to ensure information is only released by agreement or in accordance with statutory duties.
Signatories:
Name & Position b'f(l.tl0f"1 Cf~•i1 /bf"OWf\len ~~~#/I Tauranga City Councit (TC-CJ fVlp(B O( . .. . , Cf .. /' C,~e,--\-~,...o\_ ' J~, ~ ~~ -~ " C-i M St-,o..\--~'1...) ()o"h ~ ~ ~ \ 0.-1'-~ . "-~ , r ·' ' -- Nome & Position Signall(; e New Zealgncl Tran_~J!"lt A!JA!)cy (fl(_ZTA)
~.~ .,,..,, \..._ e ,_.. ,..)y.r ? Name &osition c_"'--..r- C:') c. ~ QC:. . Bay o Plenty Regional Council (BOPRC)
· 7 Page 65 of 226
Page 66 of 226
Report To: Regional Transport Committee
Meeting Date: 24 May 2019
Report From: Garry Maloney, Transport Policy Manager
Regional Land Transport Plan Variation - Urban Form and Transport Initiative Programme Business Case
Executive Summary
Tauranga City Council on behalf of partner organisations in the western Bay of Plenty Urban Form and Transport Initiative (UFTI) has requested a variation to the Bay of Plenty Regional Land Transport Plan 2018 (RLTP) to add the following activity phase:
Urban Form and Transport Initiative Programme Business Case.
UFTI has been launched by the partner organisations to develop a strategic approach and recommend implementation actions to guide the development of western Bay of Plenty’s urban form and transport system over the short (0 to 10 years), medium (10 to 30 years) and long term (30+ years) timeframes.
The variation involves a request to add the UFTI Programme Business Case (PBC) activity phase to the Investment Management activity class in the RLTP with an estimated cost of $1.7M. Investment Management activities are not prioritised in the RLTP, so adding the UFTI programme business case will have no impact on existing priorities in the plan.
Any future proposal for investment arising from the PBC process would trigger a requirement for a further variation to the RLTP, at which time any proposal would need to be considered in terms of its potential effect on existing priorities in the RLTP.
The Regional Advisory Group (RAG) considered the variation request and recommends that it is approved by the Committee in accordance with its delegated authority.
Recommendations
That the Regional Transport Committee:
1 Receives the report, Regional Land Transport Plan Variation - Urban Form and Transport Initiative Programme Business Case;
2 Adds the Urban Form and Transport initiative Programme Business Case to the Bay of Plenty Regional Land Transport Plan 2018; and
Page 67 of 226 Regional Land Transport Plan Variation - Urban Form and Transport Initiative Programme Business Case
3 Determines that the proposed variation is not significant for the purposes of public consultation.
1 Introduction
Section 18D of the Land Transport Management Act enables the RTC to prepare a variation to the RLTP if good reason exists for doing so. A variation may be prepared at the request of an approved organisation or the NZ Transport Agency (NZTA). Public consultation is not required for any variation that is not significant; or arises from the declaration or revocation of a state highway. The RTC has the delegated authority to approve non-significant variations to the RLTP.
Tauranga City Council on behalf of the other UFTI partner organisations (Western Bay of Plenty District Council, Bay of Plenty Regional Council and the NZTA) has requested an RLTP variation to add the following activity phase:
Urban Form and Transport Initiative Programme Business Case.
UFTI has been launched by the partner organisations to develop a strategic approach and recommend implementation actions to guide the development of western Bay of Plenty’s urban form and transport system over the short (0 to 10 years), medium (10 to 30 years) and long term (30+ years) timeframes.
UFTI is considered to have a strong alignment with the strategic direction in the RLTP and will make a contribution to all eight RLTP objectives. More information on the background to the variation request and assessment against the RLTP is included in the memo in Appendix 1.
RAG members reviewed the information provided in the variation request and voted in support of a recommendation to add the activity phase. RTC members were also canvassed for an indicative vote ahead of a formal decision on whether to add the UFTI PBC to the RLTP. Some reservations were raised about level of information provided on UFTI and the potential effects on existing priorities in the RLTP. An UFTI update is the included as a separate agenda item, while the following section addresses the potential effects of adding the UFTI PBC to the RLTP.
1.1 Impact on the existing RLTP
The variation involves a request to add the UFTI PBC activity phase to the Investment Management activity class in the RLTP with an estimated cost of $1.7M. Investment Management (Transport Planning) activities are deemed to be ‘business as usual’ activities in the RLTP and essential to the continuing operation of the transport system. Consequently, they are not prioritised, so adding the UFTI PBC will have no impact on existing prioritised activities.
The NZTA makes decisions to release funding for Investment Management activities on the basis of criteria in the national Investment Assessment Framework, with national funding being drawn from the Investment Management activity class.
As is the case with transport planning activities, the UFTI business case process may or may not lead to a proposal for investment1 in one or more of the RLTP
1 This could include a re-shaping of the significant programme of investment already proposed for the western Bay of Plenty sub-region in the current RLTP.
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‘improvement’ activity classes, which are prioritised. This would trigger a requirement for a further variation to the RLTP at which time any proposal would need to be considered in terms of its potential effect on existing priorities in the RLTP. If the variation is deemed to be significant according the RLTP significance policy, then a public consultation process would be required.
2 Budget Implications
2.1 Current Year Budget
Reporting on RLTP variations is being undertaken within the current budget for the Transport Planning Activity in the Regional Council‘s Long Term Plan 2018-2028.
2.2 Future Budget Implications
Future reporting on RLTP variations is provided for in the Regional Council’s Long Term Plan 2018-2028. 3 Community Outcomes
This item directly contributes to the Vibrant Region Community Outcome in the Council’s Long Term Plan 2018-2028.
Bron Healey Senior Transport Planner for Transport Policy Manager
15 May 2019 Click here to enter text.
3 Page 69 of 226
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APPENDIX 1
Variation Request for Bay of Plenty Regional Land Transport Plan 2018 - UFTI Programme Business Case
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Variation Request for Bay of Plenty Regional Land Transport Plan 2018 Purpose To enable the Bay of Plenty Regional Advisory Group to make a recommendation to the Bay of Plenty Regional Transport Committee on the variation request. Title Urban Form and Transport Initiative Date 04/04/2019 Requesting organisation Tauranga City Council on behalf of Western Bay of Plenty District Council, Bay of Plenty Regional Council and the NZ Transport Agency Contact(s) Christine Jones - Tauranga City Council Alistair Talbot – NZ Transport Agency Namouta Poutasi – Bay of Plenty Regional Council Gary Allis – Western Bay of plenty District Council Description of request The request is for a new activity, the Urban Form and Transport Initiative to be added to the RLTP. This activity will be a Programme Business Case phase that will be eligible for funding assistance from the National Land Transport Fund through the Investment Management (including transport planning) activity class. Background The Urban Form and Transport Initiative (UFTI) has been launched by the Parties to develop a strategic approach for the development of WBOP’s urban form and transport system which provides short (0 to 10 years), medium (10 to 30 years) and long term (30+ years) recommendations to help guide the Parties’ statutory decision- making processes.
UFTI will deliver an integrated urban form and transport strategic approach that: • Enables, supports and shapes sustainable, vibrant and interactive communities, and a more liveable urban form • Enables housing supply and choice in existing and new urban areas to meet current and future needs • Improves measurable transport outcomes such as transport system safety, predictability, accessibility, travel choice, mode shift away from single occupancy vehicles, and improved environmental outcomes, including CO2 emissions • Supports and improves access to economic and social opportunities as the WBOP’s population and economy grows • Ensures long-lasting economic, social, environmental and cultural benefits and value for money from the agreed strategic approach
The main output of UFTI will be a recommended strategic approach to urban form and transport in the WBOP, which includes the following components: • Agreed problems, objectives, opportunities, benefits, outcomes, and evidence • Agreed preferred urban form options and transport system solutions at the city and sub-area level, by time period (short
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(0 to 10 years), medium (10 to 30 year s) and long term (30+ years)), including a conceptual description • Description of the preferred options and solutions, and the expected outcomes resulting • Changes needed to implement the strategic approach and preferred solutions Location Western Bay of Plenty sub-region Scope The purpose of the project is to develop a strategic approach and recommend implementation actions, to guide the development of Western Bay of Plenty’s urban form and transport system over the short (0 to 10 years), medium (10 to 30 years) and long term (30+ years) timeframes. Phase/Year(s) Programme Business Case: March-December 2019 Estimated cost $1.7M- Programme Business Case Alignment with RLTP UFTI will have a strong alignment with the direction and priorities objectives provided in the RLTP. As outlined in the background section the UFTI project will take a holistic approach, it is considered that it will contribute to all of the following 8 RLTP objectives: • Safety - zero deaths and serious injuries on the region’s transport system (30%); • Economic efficiency - the transport system is integrated with well planned development, enabling the efficient and reliable movement of people and goods to, from and throughout the region (20%); • Access and resilience - communities have access to a resilient and reliable transport system that provides them with a range of travel choices to meet their social, economic, health and cultural needs (15%); • Environmental sustainability - the social and environmental effects arising from use of the transport system are minimised (10%); • Land use and transport integration - long term planning ensures regional growth patterns and urban form reduce travel demand, support multi-modal freight efficiency, public transport, walking and cycling (10%); • Energy efficiency - people choose the best way to travel and move goods to improve energy efficiency and reduce reliance on non-renewable resources (5%); • Public health - the transport system minimises the health damaging effects of transport for all members of society (5%); • Affordability - investment in the transport system maximises use of available resources and achieves value for money (5%). Assessment against RLTP significance policy Section 106(2) of the LTMA requires each RTC to adopt a policy that determines significance in respect to variations made to its RLTP. The significance policy applies to any process initiated under section 18D of the LTMA, which states that a variation of the RLTP in the six years to which
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it a pplies does not require public consultation providing the variation is not significant or arises from the declaration or revocation of a state highway. The significance of proposed variations to the Bay of Plenty RLTP will be determined on a case by case basis. In reaching its decision, the RTC will be guided by whether the variation involves: The addition or removal of The request is for a new activity to be added to the RLTP with an an activity with a total estimated cost for the activity to be $1.7M. This is well under $20 anticipated cost in the six million threshold. years of the programme of more than $20 million. The addition or removal of N/A a phase or phases of a prioritised activity that varies the total anticipated cost of the activity by more than $20 million in the six years of the programme. A scope change to a N/A prioritised activity that impacts on the contribution of the activity towards GPS objectives and/or varies the total anticipated cost of the activity by more than $20 million in the six years of the programme. Any other variations the The Regional Transport Committee has the discretion to deem it a Bay of Plenty RTC deems significant activity. to be significant by way of resolution. Recommendation on Recommend that the request is considered to be a non-significant significance variation because it doesn’t trigger any of the criteria in the RLTP significance policy.
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Receives Only – No Decisions
Report To: Regional Transport Committee
Meeting Date: 24 May 2019
Report From: David Phizacklea, Regional Development Manager
Hamilton to Auckland Corridor Partnership
Executive Summary
The Hamilton to Auckland Corridor partnership is a collaboration formed to develop an integrated spatial plan for the Hamilton to Auckland corridor. Mark Tamura, Manager – Integration and Infrastructure, Waikato Regional Council, will present to the Committee on the initiative.
Recommendations
That the Regional Transport Committee:
1 Receives the report, Hamilton to Auckland Corridor Partnership.
1 Background
The Hamilton to Auckland Corridor partnership is a collaboration between the Government, Waikato Regional Council, Hamilton City Council, Waikato District Council, Waipa District Council, Auckland Council, Waikato Tainui, Ngati Paoa, Hauraki and other iwi. The purpose of the partnership is to develop an integrated spatial plan and establish an ongoing growth management partnership for the corridor between Hamilton and Auckland.
The objectives of the plan are to better support growth and increase connectivity in a way that realises its social, economic, cultural and environmental potential by:
Improving housing affordability and choices
Enhancing the quality of the natural and built environments and the vitality of communities
Improving access to employment, public services and amenities
Creating employment opportunities.
Mark Tamura, Manager – Integration and Infrastructure, Waikato Regional Council, will present to the Committee on the initiative.
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2 Budget Implications
2.1 Current Year Budget
There are no budget implications.
2.2 Future Budget Implications
The report does not require a decision so there are no future Regional Council budget implications. 3 Community Outcomes
This item directly contributes to the Vibrant Region Community Outcome in the Council’s Long Term Plan 2018-2028.
Bron Healey Senior Transport Planner for Regional Development Manager
16 May 2019 Click here to enter text.
2 Page 78 of 226
Report To: Regional Transport Committee
Meeting Date: 24 May 2019
Report From: Garry Maloney, Transport Policy Manager
Appointment of Environmental Sustainability Advisor
Executive Summary
The Regional Transport Committee (RTC) terms of reference allow for the appointment of external advisors to assist with Committee business. At the 15 March RTC meeting, members reached a general consensus that there would be value in appointing an environmental sustainability representative as an external advisor to the Committee.
This report recommends that nominations are sought through public notices in the region’s major newspapers, and that a selection panel comprising of the RTC Chair and the Regional Council’s General Manager – Strategy and Science makes a recommendation back to the next RTC meeting.
Recommendations
That the Regional Transport Committee:
1 Receives the report, Appointment of Environmental Sustainability Advisor;
2 Notes that a public process will seek nominations for candidates to fill the Environmental Sustainability Advisor role; and
3 Appoints the Regional Transport Committee Chair and the Regional Council’s General Manager – Strategy and Science as a selection panel to make a recommendation on an Environmental Sustainability advisor back to the Committee.
1 Purpose
The purpose of the report is to outline the process for appointing an environmental sustainability representative as an external advisor to the Committee. 2 Background
The RTC terms of reference allow for the appointment of external advisors to assist with Committee business. The Committee currently has three external advisors:
Page 79 of 226 Appointment of Environmental Sustainability Advisor
Road Safety Advisor (Brent Crowe - Bay of Plenty Road Policing Manager); Freight Advisor (John Galbraith - Freight Logistics Action Group convenor); Port Advisor (Dan Kneebone - Property & Infrastructure Manager, Port of Tauranga). At the 15 March RTC meeting, members reached a general consensus that there would be value in appointing an environmental sustainability representative as an external advisor to the Committee. Staff were then directed to prepare a report on the appointment of an environmental sustainability advisor.
3 Statutory Requirements
Section 105(2) of the Land Transport Management Act (LTMA) prescribes the membership requirements for regional transport committees, being:
2 persons to represent the regional council; 1 person from each territorial authority in the region to represent that territorial authority; and 1 person to represent the NZ Transport Agency.
At the time the membership requirements were enacted, regional councils sought advice on whether they precluded RTCs from appointing members in addition to those prescribed in the Act. The advice noted that while the LTMA does not include any provisions which would enable persons to be appointed to an RTC other than those prescribed in section 105(2), there was nothing to prevent an RTC from engaging other persons to provide it with specialist advice to assist with its decision making. The Bay of Plenty and several other regions subsequently initiated the practice of appointing one or more non-voting external advisors to their RTCs. 4 Appointment Process
The proposed appointment process is to seek nominations through the placement of public notices in the region’s major newspapers. A selection panel comprising of the RTC Chair and the Regional Council’s General Manager – Strategy and Science will then consider candidates and make a recommendation back to the next RTC meeting.
5 Budget Implications
5.1 Current Year Budget
This work is being undertaken within the current budget for the Transport Planning Activity in the Long Term Plan 2018-2028.
5.2 Future Budget Implications
Future work to support the RTC is provided for in Council’s Long Term Plan 2018- 2028.
6 Community Outcomes
2 Page 80 of 226 Appointment of Environmental Sustainability Advisor
This item directly contributes to the Vibrant Region Community Outcome in the Council’s Long Term Plan 2018-2028.
Bron Healey Senior Transport Planner for Transport Policy Manager
16 May 2019 Click here to enter text.
3 Page 81 of 226
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Receives Only – No Decisions
Report To: Regional Transport Committee
Meeting Date: 24 May 2019
Report From: Garry Maloney, Transport Policy Manager
Transport Planning Update
Executive Summary
This report summarises key national, inter-regional and regional transport planning initiatives in order to keep members informed of current thinking in the transport planning space.
Recommendations
That the Regional Transport Committee:
1 Receives the report, Transport Planning Update.
1 Purpose
The purpose of the report is to provide the Committee with an update on key national, inter-regional and regional transport planning initiatives.
2 Introduction
The following sections provide an update on transport planning initiatives arranged according to their geographical coverage.
3 National activities
Initiative Update Next steps Ministry of Transport The Ministry of Transport (MoT) held a regional Proposed timeframes for Regional Transport transport policy workshop in Tauranga on the 9 April. key initiatives: Policy Workshop Attendees included RTC members and technical staff NZ Road Safety from Bay of Plenty local authorities and the NZ Strategy – public Transport Agency (NZTA). The workshop covered five consultation on draft main themes/topic areas: Strategy June/July Horizon scanning – identification of key 2019 themes/issues/trends (regional and external) Future of Land Vision Zero and development of the new NZ road Transport Revenue safety strategy System – project
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Initiative Update Next steps Transport Evidence Base – the Outcomes findings April 2020 Framework and further development of GPS 2021 – draft Government Policy Statement on Land Transport GPS for consultation (GPS) 2018 measures June 2020 Future of the land transport revenue system Shaping the future GPS 2021 Selected workshop slides and a Vision Zero handout are appended for members’ information. Transport Dashboard The Transport Dashboard is the MoT’s compendium of key New Zealand transport statistics. The Ministry is rolling-out the dashboard in stages, topic by topic. When finalised, the dashboard will detail a series of statistics covering eight topics: household travel, road transport, public transport, walking and cycling, domestic freight (road, rail, and coastal shipping), air passenger and freight, maritime and ports, and environment and health. The Transport Dashboard can be found at: www.transport.govt.nz/mot-resources/transport-dashboard/
4 Inter-regional activities
Initiative Update Next steps Upper North Island Members will recall that the Regional Council’s Proposed report release Supply Chain Strategy submission to the Upper North Island Supply Chain dates: Strategy Working Group was included as an June 2019 – information item in the Committee’s March meeting Preliminary Report agenda. September 2019 – The Working Group subsequently released an Interim Final Report Report on 27 April. This is the first of three planned reports: 1. Interim Report – summary of learnings from ‘discovery phase’; key considerations; key themes in stakeholder feedback. 2. Preliminary Report – evaluation of options to improve the UNI supply chain. 3. Final Report – final conclusions and recommended actions. Some key statements made by the Working Group in the Interim Report reveal some of their thinking. These include: ‘One consistent and overarching theme in the stakeholder comments was the need for a national, connected and well-functioning rail system. There was unanimous support from those who offered an opinion, including from representatives of the road transport and coastal shipping groups, for a fully functional rail freight
2 Page 84 of 226 Transport Planning Update
Initiative Update Next steps system.’ ‘Our discussion with stakeholders lead us to believe that the Bay of Plenty and the Waikato have benefited from rail infrastructure and investment provided by Government at no capital cost to the end user…’ We fundamentally believe that there is no point making further investment in Northport without investment in, and development of, the train line to Auckland.’ ‘Much of the infrastructure in New Zealand today was … justified on the basis of vision rather than business case. There is a need to be deliberately strategic in developing and evaluating investment options for the supply chain of the Upper North Island; we intend to produce an evidence based strategic vision of an efficient and effective supply chain and port system that takes into account what is best for NZ Inc.’ The Report also outlines a number of infrastructure options to be considered as part of the second stage of the review: These include but are not limited to: A rail spur connecting the North Auckland Line to Northport. An upgrade to the North Auckland Line (and spur to Northport) to double track and double stack, or to high service single track with passing loops. A second [rail] route between Auckland and Tauranga. A new mega-port in the Firth of Thames. The electrification of rail services and alternative truck and rail machinery. The full report and associated Cabinet Papers can be found at: www.transport.govt.nz/multi- modal/keystrategiesandplans/upper-north-island-supply- chain-strategy/
5 Regional activities
Initiative Update Next steps Bay of Plenty Passenger The draft phase 1 report is presented in a separate Finalise phase 1 report. and Freight Rail agenda item for members’ feedback. Investigation Regional Advisory Group A RAG meeting was held on 2 May. The meeting The next RAG meeting is (RAG) minutes are attached in Appendix 3. scheduled for 27 June. Urban Form and An update is provided in a separate agenda item. Ongoing updates. RTC Transport Initiative feedback on emerging (Western Bay of Plenty) conclusions.
3 Page 85 of 226 Transport Planning Update
6 Budget Implications
6.1 Current Year Budget
The report does not require a decision so there are no current Regional Council budget implications.
6.2 Future Budget Implications
The report does not require a decision so there are no future Regional Council budget implications.
7 Community Outcomes
This item directly contributes to the Vibrant Region Community Outcome in the Council’s Long Term Plan 2018-2028.
Bron Healey Senior Transport Planner for Transport Policy Manager
16 May 2019 Click here to enter text.
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APPENDIX 1
Ministry of Transport Regional Transport Policy Workshop - Tauranga - 9 April 2019
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Page 88 of 226 Regional Transport Policy Workshop
March/April 2019
Page 89 of 226 Objectives of the Day
• Outline the work the Ministry is undertaking across the wider transport system and understand how it can be more relevant to local/ regional stakeholders • Understand the transport pressures, issues and challenges regions and local areas are facing and how this should be considered at the national level • Communicate progress on emerging strategies and programmes and gain initial feedback on:
• The Road Safety Strategy
• The Transport Evidence Base, Appraisal and Assessment
• The Land Transport Revenue System • Gain feedback on GPS 2018 and discuss the future direction of GPS 2021
2
Page 90 of 226 The context we are working in
Page 91 of 226 There is an increasing emphasis on well-being
SOCIAL
ENVIRONMENTAL CULTURAL
ECONOMIC
4
Page 92 of 226 The transport outcomes framework identifies transport’s role in shaping well-being
5 outcomes areas
Well-being is at the core, along with liveability (as transport strongly shapes places)
Aligns with Treasury’s Living Standards Framework
5
Page 93 of 226 The transport outcomes framework
• Being applied by all government transport sector agencies
• Guiding thinking, policies, planning, funding, research
• Intended to be enduring while recognising each Government will have its own priorities
6
Page 94 of 226 A new Road Safety Strategy for New Zealand 2020-2030
Page 95 of 226 Key issues for the new strategy
• More vision and ambition • Clear targets and outcomes • Focus on protecting all road users • Links with all transport outcomes • Increased focus on safe system • Consider role of everyone who influences safety
8
Page 96 of 226 Development of the new strategy
Q4 2018 Q1 2019 Q2 2019 Q3 2019 Q4 2019 (Oct – Dec) (Jan – Mar) (Apr – Jun) (Jul – Sep) (Oct – Dec)
Sept / October June / July: 2019: Reference Finalise Develop strategy and action plan Public Strategy & groups strategy consultation & action plan first action plan published
Page 97 of 226 Engagement to date
Reference Groups
► Speed ► Discussion of key ► Infrastructure, design and planning issues, priorities ► Vehicles, standards and certification and potential future ► Road user behaviour approach ► Vehicles as a workplace
Broad stakeholder engagement
► Building a shared understanding of the ► Developing and problem building buy-in for an ambitious ► Implications of Vision Zero – what would strategic approach a more ambitious approach look like? and vision
Page 98 of 226 Key feedback from reference groups
• Streamlining speed limit setting processes Speed • Improving speed compliance e.g. automated compliance
• Focus on safety throughout the lifecycle Infrastructure • Integrate with land use planning
• Proactively raise minimum standards Vehicles • Promote safety technology
• Broader contextual factors Vehicles as workplace • Strengthen regulatory system
• Focus on impairment, distraction, seatbelts User behaviour • Targeting education, enforcement and support
11
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Feedback from other engagement
• Broad support for Vision Zero • needs meaningful change to be credible • Appetite for substantial change, but differing views on pace • Safe System needs to be strengthened and embedded • The need for strong leadership and effective coordination • Challenges of collecting and understanding road safety data and trends (capacity and capability) • Need to bring community with us • Need additional support / resourcing for regional efforts
Page 100 of 226 Vision Zero
Vision Zero is an ambition that nobody should be killed or seriously injured on our roads.
• No loss of life on the roads is acceptable • This trauma is preventable • Grounded in the Safe System • Safety as a critical priority in our transport decisions • Focuses on collective responsibility
Page 101 of 226 What are the impacts?
Countries that have Vision Zero-type approaches have made big strides in reducing deaths and injuries on their roads.
6 2 Road fatalities per 100 000 5 2.5 population 2017 (or latest available figures) 4 2.8
3 3.2
2 5
1 7.9
0 1 2 3 4 5 6 7 8 9 Vision Zero-type approaches are also effective in other sectors like aviation and Workplace health & safety
Source: https://www.itf-oecd.org/sites/default/files/docs/irtad-road-safety-annual-report-2018_2.pdf
Page 102 of 226 What the consultation document will cover
• Making the case for change
Vision • Our vision and level of ambition Principles • Principles to guide decision- making and investment Outcomes
Focus areas • Proposed focus areas and outcomes for the next 10 years Actions • Accompanying interventions for first action plan
15
Page 103 of 226 Evidence Based Decision Making
Improving the way we use evidence and make decisions in transport
Domain Strategy, Economics & Evaluation
Page 104 of 226 Joint work programme with the NZTA
The Government Policy Statement on Land Transport 2018/19 to 2027/28 asked NZTA to review their investment system
• “An investigation into the appropriateness of current economic evaluation approaches will be a priority to ensure they are fit for purpose, with this investigation to occur in 2019”
• The NZTA review is looking at more than just economic evaluation
• The Ministry is involved and working with NZTA on an integrated work programme
17
Page 105 of 226 Measuring performance of the transport system
Transport Outcomes Framework GPS 2018
Page 106 of 226 Future of Land Transport Revenue System Project
Page 107 of 226 Overview of the main contributors at national level
► Petrol
► Fuel excise duty (FED)
► Currently 72 cents per litre
► Collected at source (fuel imports and refinery)
► Amount of FED borne by an individual road user is related to the amount they travel and the fuel efficiency of their vehicle.
► ¾ of fleet
► Everything else (diesel and electric) and heavy vehicles
► Road User Charges (RUC)
► Distance-based charge paid directly by vehicle operator
► Various rates apply depending on vehicle weight and axle configuration (6.8c – 40c/km)
► Electronic RUC (eRUC) introduced in 2012 - now collects over half of all RUC revenue and is mainly used by heavy vehicle fleet operators.
Future of the Land Transport Revenue System
Page 108 of 226 Trends indicate our system can continue to deliver revenue
► Pressures on other jurisdictions’ transport revenue systems primarily relate to how to deal with electric vehicles and vehicle fuel efficiency improvements at a fleet level
► In NZ, electric vehicles are subject to RUC but are currently exempt until 31 December 2021 (heavies 2025)
► Vehicle fuel efficiency at the light fleet level is improving at a relative low rate (by around 0.5% per year), and FED is regularly adjusted to ensure sufficient revenue is generated
Real world petrol vehicle fuel economy NLTF funding
Future of the Land Transport Revenue System
Page 109 of 226 Issues with national revenue tools
FED - differences in vehicle fuel consumption results in varying contributions for the same use of the network
RUC - does a better job of attempting to allocate costs based on distance and weight of vehicle, but it is comparatively more costly to administer, comply with and is open to evasion
MVR – flat fee primarily based on costs, but difficult for users to understand
Tolling – limited use to date (currently three tolled roads) and is rarely an efficient option
22
Page 110 of 226 Other pressures and issues within the revenue system
► Current system constrains ability to design new tools
► Pressure on local government to generate sufficient revenue
The Productivity Commission is undertaking an independent inquiry into local government funding and financing (draft report by July 2019 and report back to the Government by the end of the year)
23
Page 111 of 226 We are thinking about the future of the revenue system
Changes, challenges and opportunities
► Worsening equity outcomes between motorists
► Changes in travel behaviour and patterns that may impact on current revenue tools
► Changes in demography and the way that people pay for transport
► Changes in household transport preferences could impact on traditional revenue tools
► Differing regional situations
► Increasing public resistance to increasing costs
24
Page 112 of 226 Objectives of the future system?
A future NZ revenue system could play a number of different roles Generate revenue using prices Generate sufficient revenue to Generate revenue using prices to influence behaviour and fund the Government’s that reflect the full costs of support transport and broader transport priorities travel government outcomes
► Many negative externalities created ► eg pricing for mode shift in order to by transport are not currently priced achieve better health and environmental outcomes
► Some existing charges for negative externalities could be better targeted
► Pricing to reflect full costs could potentially support government outcomes or work against them
25
Page 113 of 226 Shaping the future GPS and NLTP
Prepared by Investments Team and NZTA
Page 114 of 226 GPS 2018 had a new focus
27
Page 115 of 226 We want your views on the GPS
►What did you like? Strategic ►What would you direction improve?
►What would this look Investment like in practice?
►How would this affect the system?
28
Page 116 of 226
APPENDIX 2
Vision Zero and the Safe System
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Vision Zero and the Safe System
“We all make mistakes from time to time. We need to stop simple mistakes turning into tragedies.”
We want to live in a New Zealand where people arrive at their destinations alive – every time; where people they feel safe to choose alternative modes of travel for themselves and their kids, including by bike or foot; and where our communities can enjoy the places we live as spaces to be, not just to travel through.
We will be consulting on a Vision Zero approach for New Zealand in June.
Vision Zero
Vision Zero is a world-leading approach to road safety that says: • No loss of life on the roads is acceptable. • Road deaths and serious injuries are preventable • People make mistakes and are vulnerable – we need to stop simple mistakes turning to tragedies • It places safety as a critical decision-making priority in our transport decisions. • It focuses on shared responsibility between road users, and the people who design and operate our roads.
The Safe System
Vision Zero is founded on the Safe System approach that says that while we all have a responsibility to make good choices, people make mistakes so we need to build a more forgiving road system that protects people from death and serious injury when they crash.
Instead of focussing on a single safety intervention, such as improving driver behaviour, the safe system looks at all elements of road safety working together.
Under a safe system, we should work to: • Improve the safety of our roads, for example with median barriers, improved road sides, safer intersections and separated cycle lanes and foot paths • Strive for travel speeds to be safe and appropriate for the function and use of the road so that road users can survive the crashes that happen • improve the safety of our vehicles, for example with electronic stability control, front and side curtain airbags, and collision avoidance systems • support road users who are skilled, competent, alert and unimpaired; they comply with road rules, take steps to improve road safety and expect safety improvements.
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A new conversation about road safety This table proposes some ways we might reframe the conversation: From this… To this
Road deaths are inevitable Road deaths are preventable
Road crashes are caused by bad driving People make mistakes from time to time, we need to stop simple mistakes turning into tragedies
Work to prevent all crashes Prevent deaths and serious injuries from crashes
Cars and roads Cars, motorbikes, bicycles, pedestrians, mobility scooters, e-scooters; roads, footpaths, cycle ways etc.
Isolated road safety interventions A Safe System combines all aspects of road safety – safe roads, safe vehicles, safe speeds, and safe road users – working together to save lives
Road users need to take more responsibility Road safety is a shared responsibility between road users, designers and managers
Reactive to serious crashes Proactive, evidence-based approach to building a safe road system
• Everyone makes mistakes, we need to stop these mistakes turning into tragedies • We all need to make good choices and follow the rules. No one expects to crash, but anyone can make a mistake. • Traditional approaches to road safety have focussed on improving driver behaviour. This is really important, but we now know it won’t fix the problem entirely. • Our roads are challenging and the consequences of small errors can be fatal. We need to make our roads safer. • We need to improve the safety of our vehicles, the road users, our roads and our speeds, so that simple mistakes don’t turn into tragedies. We need a safe road system. • Countries overseas have made big improvements in road safety through this approach. We know what we need to do.
Some additional road safety pointspoints:::: • Across New Zealand, on average one person is killed every day and another is injured every hour. • Half the people killed and harmed on our roads did not contribute to the crash – they’re passengers, pedestrians, on bicycles, or drivers who have been hit by others. • International data shows that about 30% of serious crashes are caused by risk-taking and deliberate violations, and the rest are caused by simple errors of judgement. • New Zealand’s roads are uniquely challenging – we live in a narrow, hilly country and long stretches of our highway networks lack median barriers or other safety infrastructure that are international best practice for 100kph speed limits. • The safety of your car, and the car you buy your teenagers, matters: you’re 90% more likely to die in a 1 star car than a 5 star car. • The posted speed limit isn’t a target and it isn’t necessarily the safe speed for the road. 87% of New Zealand roads do not have a safe and appropriate speed limit.
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• In the event of a crash, regardless of its cause, the speed you are driving is the most important influence on whether you live or die, or how badly you are injured. For example, research shows that if you have a head on collision at 100km/h you are more likely to die than survive. • Road safety goes beyond preventing deaths, to improving lives and lifestyles too. It ensures people feel safe to ride their bikes and let their children walk to school. It creates road networks that connect people rather than dividing them. It is part of making New Zealand, our towns and our cities places we want to be.
RRRoadRoad safety initiatives currently underwayunderway:::: There is a huge amount of work going on across the country to improve road safety and prevent crashes from occurring.
This includes:
• work underway to develop a new road safety strategy and action plan to drive substantial improvements in road safety in New Zealand (due for public consultation in June 2019) • increased prioritisation for safety initiatives through the National Land Transport Programme, reflecting the Government Policy Statement on land transport 2018 • mandatory alcohol interlocks introduced in July 2017 • increased funding for road policing to enable 1070 dedicated road police supporting safe travel • work to streamline regional speed management to make it easier for regional authorities to set safe and appropriate speeds • reviewing speed limits around schools • working to improve the safety of footpaths • evaluating the graduated driver licensing system • considering options to improve vehicle safety standards.
Regional information Links to information about road safety in your region. Regional data Regional dashboard: The Ministry of Transport’s sub-regional dashboard captures the annual crash data for deaths and serious injuries across the country going back 27 years in an interactive format. http://www.transport.govt.nz/mot-resources/new-road-safety-resources/regional-road-casualties- dashboard/
Road safety factsheets: We also have new road safety factsheets reporting on different crash types (cycling, fatigue, young drivers etc.) http://www.transport.govt.nz/mot-resources/new-road-safety-resources/
ComCommmmmunitiesunities at risk in your regiregioooonnnn You can also look up NZTA’s 2018 communities at risk register that identifies areas of high and low risk at a community level. https://www.nzta.govt.nz/assets/resources/communities-at-risk-register/docs/communities-at-risk- register-2018.pdf
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APPENDIX 3
Minutes of the Regional Advisory Group Meeting - 2 May 2019
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Page 124 of 226 Minutes of the Regional Advisory Group Meeting held on 2 May 2019 at the Bay of Plenty Regional Council, Arawa St, Rotorua
Present : Name Organisation Name Organisation Bron Healey (BH) Bay of Plenty Regional Rob Bullick (RB) NZ Transport Agency (Chair) Council (BOPRC) (NZTA) Tammy Bryan BOPRC Cole O’Keefe NZTA (TB) (Minutes) (CO) Martin Taylor Whakatane District Hanno van der Kawerau District Council (MT) Council Merwe (HV) Rex Humpherson Opus (for Opotiki District Jim Paterson Western Bay of Plenty (RH) Council) (JP) District Council Peter Dine (PD) Rotorua Lakes Council
1. Welcome ACTIONS
• BH opened the meeting and welcomed everyone
Apologies
• None received
Matters arising from minutes of 21 February 2019
• Bus shelters on state highways - CO provided a progress update on examples discussed at previous meeting (Te Puna, Hewletts Rd). In future, members can make requests through their SH ALL network managers.
• Monitoring of travel delay – CO to follow up on potential data CO sources within NZTA. • RLTP variation: SH2 – Wainui Rd to Ōpōtiki – variation request approved at 15 march RTC meeting. • BH to address other matters through upcoming agenda items.
2. Regional Transport Committee debrief (BH)
• BH noted that the role of the Regional Advisory Group (RAG) came up in Committee discussions. It was suggested that the Committee should make more use of technical advice from RAG and there should be an improved flow of information.
• Action: RAG minutes are to be included in future RTC agendas
B10458 Page 125 of 226 for information purposes. BH
3. NZTA update (RB)
• The NZTA Chair has resigned and several Board members have
also recently left. An interim Chair has been appointed. The
interim CEO is also coming towards the end of his 6 month
appointment period.
• Temporary Traffic Management – NZTA has released revised guidance for state highways following the Matata incident. RB has circulated it to local road authorities as a resource should they want to use it for local road networks. • Prioritisation of Local Road Improvements – NZTA is going through a process of re-prioritisation of local road improvement projects over $1M due to pressures on the budget. This does not apply to Regional Improvements. • Review of Business Case Process – working towards right-sizing business case effort to the size/complexity of project.
• If the pre-planning has already been done then this can cut down the business cases stages required – can begin at implementation if the necessary work has already been done and 16 BCA questions/principles have been addressed. The ‘point of entry’ process becomes a focal point. • RB provided an example of a bridge replacement project that could be supported by an Activity Management Plan.
• MOU on Intersections – Waikato authorities have signed an MOU to clarify who manages what at the interface between SH and LR networks; there have been some inconsistencies between NZTA rules and NOCs. RB suggested this may be something we can look at in the Bay of Plenty. • Audits – NZTA Board is looking at audit recommendations; follow-up process to ensure they are being addressed. Procurement Strategies need to be endorsed if they haven’t already been signed off. RB will be following-up with relevant authorities. RB • RH asked about process for walking and cycling safety improvements – cited example of footpaths in Te Kaha. Used to be Adam Francis as Safety Engineer. RB – Alex Jeffcoat (contracted from Beca) is now the safety contact for Bay of Plenty. • JP - when is the SH speed management approach coming out for consultation? RB unsure – Adam Francis would be the person to contact. • MT suggested it would be good if NZTA could clarify where the funding for TEFAR was coming from to help understanding of the process.
4. RLTP Targets and Measures (BH)
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• BH introduced item noting:
- RTC (with assistance of RAG) has committed to undertaking review of RLTP key performance indicators. - Key drivers for review i.e. submissions on RLTP. - Current BOP approach designed to measure progress towards objectives; directional targets to measure trends
rather than set quantitative targets.
- Findings of review of what other regions are doing.
- Working towards development of high level options.
- Options must be tested in terms of alignment with legislation and other regional approaches; cost/ resourcing; level of risk i.e. legal etc. • Points raised in discussion: - Regional targets must be high level – understand what can/can’t be controlled in an RLTP; difficult to find targets that apply across the region – regional variability; must be aware of sub-regional target setting i.e. UFTI. - Road safety – better to focus on identifying high risk areas and targeting investment.
- Measures must be meaningful but simple and easy to understand. • Action : BH to prepare initial paper to RTC BH
5. Safety reporting to RTC (BH)
• BH shared potential metrics he had considered:
- National DSIs (year to date)
- National DSIs (preceding 12 mths)
- Regional DSIs (year to date)
- Regional DSIs (preceding 12mths)
- Regional comparison of overall DSIs (preceding 12mths)
- Regional comparison of DSIs per 100,000 population
(preceding 12mths)
- Regional DSI crashes (preceding 12 mths)
age & gender profile
road user group (e.g. driver, passenger, cyclist etc.) crash type (e.g. single or multiple vehicles) causal factors location (region & individual corridors) • Points raised in discussion: - DSIs per distance travelled may provide a better regional
3 Page 127 of 226 comparison than population figures due to regional variations in population/density; fuel consumption/vehicle
sales could also be considered as proxies for VKT.
- Road safety statistics best presented as rolling 5 year average to show trend. - Must make clear distinction between crashes and casualties i.e. one crash can cause multiple casualties - Statistics show deaths and serious injuries reported by Police; need to note there are many more minor injury/non-injury crashes and non reported crashes i.e. ‘person decamped from vehicle’ incidents. • Action: BH to investigate additional sources of data and where BH possible include in RTC reporting.
6. UFTI scope and update (BH)
• UFTI project team have been announced: - Robert Brodnax (Project Director) - Janeane Joyce (Project Manager)
- Ben Peacey (Technical Specialist)
• BH showed slides from last RTC meeting noting that ‘regional flows’ work is an important part of the initiative and has implications/relevance for the wider region. • RLTP variation for UFTI PBC phase to go to next RTC meeting for vote; BH noted that this is an Investment Management/ Transport Planning activity so will have no material impact on existing RLTP priorities. • BH encouraged RAG to ensure members are well-briefed. ALL
7. General Business
• Rail Study – draft phase 1 report has been prepared • BH covered key findings; thresholds for passenger rail; cost implications; key opportunities identified for Bay of Plenty • Action: draft report will be circulated to RAG members for BH feedback following the meeting.
• Tairawhiti Road s – Joint initiative for managing SH/LR networks in Gisborne region has ‘fallen over’; local council less able to be responsive to public under NOC.
Next RAG meeting: 27 June 2019 Bay of Plenty Regional Council, Quay St, Whakatane
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Report To: Regional Transport Committee
Meeting Date: 24 May 2019
Report From: Garry Maloney, Transport Policy Manager
Bay of Plenty Passenger and Freight Rail Investigation - Draft Report
Executive Summary
The purpose of this report is for the Committee to consider and endorse the Bay of Plenty Passenger and Freight Rail Phase 1 Investigation report. Key objectives for the Phase 1 Investigation included:
better understand current information, evidence and expertise to support future planning and investment decision making and priorities for regional passenger and freight rail in the Bay of Plenty.
position the Bay of Plenty region for any future passenger and freight rail conversations and strategic planning and investment with central government and other government and community partners.
Recommendations
That the Regional Transport Committee:
1 Receives the report, Bay of Plenty Passenger and Freight Rail Investigation – Draft Report.
2 Endorses the Bay of Plenty Passenger and Freight Rail Phase 1 Investigation report, subject to any amendments arising from discussion of the item.
1 Purpose
The purpose of the report is for the Committee to consider and endorse the Bay of Plenty Passenger and Freight Rail Phase 1 Investigation report.
2 Background
Page 129 of 226 Bay of Plenty Passenger and Freight Rail Investigation - Draft Report
The Bay of Plenty Regional Land Transport Plan 2018 makes provision for a Bay of Plenty Rail Study to explore the potential for increased use of the rail network for passengers and freight in the region.
The Investigation is being undertaken in two phases.
Phase 1 has focused on improving the current understanding and updating evidence to support future planning and investment decision making.
Phase 2 will look at what this could mean for a rapid transit system for Tauranga. The report on the outcomes of the Phase 1 investigation is appended to this report. The consultant that prepared the report, Janeane Joyce of Channeled Planning and Contracting, will speak to the report and seek input from Committee members at the meeting.
3 Budget Implications
3.1 Current Year Budget
There is funding for this investigation in the current year of the Regional Council’s Long Term Plan 2018-2028.
3.2 Future Budget Implications
Endorsement of the report does not require the Regional Council to make any funding decisions. Any future recommendations requiring investment will be subject to direction and prioritisation through future Regional Land Transport Plans and Annual or Long Term Plans.
4 Community Outcomes
This item directly contributes to the Vibrant Region Community Outcome in the Council’s Long Term Plan 2018-2028.
Bron Healey Senior Transport Planner
for Transport Policy Manager
16 May 2019
Click here to enter text.
2
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APPENDIX 1
Bay of Plenty Region Passenger and Freight Rail - DRAFT Report - May 2019
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Contents Page
Contents Page ...... 2 1.0 Introduction ...... 4 2.0 Overall Findings and Future Opportunities ...... 6 2.1 Overall Findings ...... 6 2.2 Future Opportunities ...... 10 3.0 Bay of Plenty Passenger and Freight Rail Investigation 2019 ...... 13 3.1 Phase 1 Investigation ...... 13 3.2 Stakeholders / Partners ...... 13 3.3 New Zealand Transport Agency Business Case Approach ...... 14 3.4 Bay of Plenty Rail Strategy 2007 ...... 14 4.0 National Strategy and Policy Settings ...... 15 4.1 Government Policy Statement on Land Transport 2018 (GPS)...... 15 4.2 Provincial Growth Fund (PGF) ...... 16 4.3 Significant Government Reviews 2018 and 2019 ...... 17 5.0 Regional Context ...... 19 5.1 Statistics New Zealand: Regional GDP Measures ...... 19 5.2 Regional Land Transport Plan ...... 20 5.3 Regional Public Transport Plan ...... 21 5.4 Regional Land Transport Plan Annual Report Card 2017/18 ...... 21 5.5 Western Bay of Plenty Public Transport Blueprint 2017 ...... 21 6.0 Bay of Plenty Sub-Regions ...... 22 6.1 Western Bay of Plenty sub-region ...... 22 6.2 Eastern Bay of Plenty Sub-Region ...... 23 6.3 Rotorua Sub-Region ...... 25 7.0 Rail Context ...... 26 7.1 Bay of Plenty Rail Network...... 26 8.0 KiwiRail ...... 28 8.1 Current Use and Capacity ...... 28 8.2 Regional Rail Constraints ...... 29 8.3 KiwiRail Planning and Investment: Bay of Plenty Region ...... 29 9.0 Port of Tauranga ...... 32 9.1 MetroPort and other Port of Tauranga Investments ...... 32 9.2 Rail Use ...... 33 9.3 Future Plans ...... 34 10.0 Kiwifruit Industry...... 35 2 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 134 of 226– DRAFT Report May 2019
10.1 Future Plans / Growth Projections ...... 35 10.2 Rail Use ...... 35 11.0 Supporting Studies and Reports ...... 36 12.0 Supporting References ...... 46
Disclaimer: This Investigation Report has been developed by Channeled Planning and Contracting on behalf of the Bay of Plenty Regional Council. Dated: 16th May 2019.
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1.0 Introduction
A high performing rail network is critical to the Bay of Plenty region’s transport system. Rail plays a significant freight role in the region. The Bay of Plenty section of the East Coast Main Trunk line (ECMT) carries over a third of New Zealand’s rail traffic and is the most densely utilised section of the national rail network. The Bay of Plenty region contributed $15.8 billion to the economy in 2018, equating to 5.6% of national GDP. Key industries include agriculture, forestry, manufacturing, construction, business property services and healthcare and social services.
The region is home to the Port of Tauranga, New Zealand’s largest export port, which handles 30% of the country’s imports and exports. The Port is a key connection between the upper North Island, central New Zealand and international markets and transports significant volumes of product internally via rail and road.
The region is made up of three distinct sub-regions with the western Bay of Plenty being one of the fastest growing sub-regions in New Zealand. It is predicted to be home to 254,000 people by 2051, a doubling of population since 2013.
The region has 321 km of rail network extending from Hamilton in the west to Taneatua and Murupara in the east. The East Coast Main Trunk (ECMT) is 182 km long and runs through Hamilton and Tauranga to Kawerau. The unused portions of rail track in the region include Hawkens – Taneatua (26 km), and the Rotorua branch (48km). A Bay of Plenty Rail Strategy was previously prepared in 2007 in response to changes in the operating framework for rail. This Strategy focused on opportunities for rail in the region, both in the short and longer term. It also looked at the use of passenger rail transport in the longer-term. Many other reports and studies have also been undertaken in previous years looking at future transport scenarios and options for the Bay of Plenty region including the future use of rail. These have formed part of the background research for this Phase 1 Investigation. The Government through the updated Government Policy Statement on Land Transport 2018 (GPS) has signalled a strong intention to increase the use of rail to enable efficient passenger and freight use. A second stage GPS 2018 (if it is released) will be limited to matters that need immediate action outside of the regular three-year GPS cycle, such as investment in rail. The Ministry of Transport is currently working on the development of GPS 2021.
To support its intentions, the government is currently undertaking two important reviews; the Upper North Island Supply Chain Review and the Future of Rail Review.
The Upper North Island Supply Chain Review is to ensure the supply chain is fit for purpose in the long term. The Review is being led by an independent panel reporting to the Government, supported by the Ministry of Transport, the NZ Transport Agency and the Ministry of Business Innovation and Employment. This Review also includes looking at the future location and use of the Ports of Auckland. An Interim Report was released by the Associate Minister of Transport in late April 2019.
The Future of Rail Review is undertaking a strategic review of New Zealand’s rail network including possible future planning and investment structures and operations. It is being led by the Ministry of Transport, with support from the Treasury and the NZ Transport Agency.
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On May 11th, the media also reported that the Deputy Prime Minister, Hon. Winston Peters signaled a major boost in funding for rail would be included in the Government’s 2019 budget announcements.
It is important that any outcomes from these, be reviewed in light of the future opportunities outlined within this Report as well as any subsequent regional planning and investment processes and decisions.
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2.0 Overall Findings and Future Opportunities
2.1 Overall Findings
2.1.1 General
• A high performing rail network, as part of the region’s wider transport system, is critical to the Bay of Plenty region and its connections to upper and central North Island.
• The western Bay of Plenty sub-region is one of the fastest growing sub-regions in New Zealand with a projected doubling of population from 2013 to 284,000 by 2051. New roading infrastructure and operations alone will not support the growing sub-region’s transport vision, desired outcomes and transport user demands.
• The region’s road vehicle fleet increased by just under 12,000 in the 2017/18 year (an increase of 4.2% to the total fleet), predominantly through light commercial vehicles and cars.
• In 2017/18, 8.2 annual trips per person in the region were taken by public transport. This is a 7.9% decrease from the previous year1. The number of trips on public transport per person per year is continuing to trend downwards. Ministry of Transport data (2016/17) shows that this downward trend is comparable across other similar sized cities in New Zealand.
• In 2017, Tauranga was reported to be the most car-dependent city in New Zealand, with 97% of all work and recreational trips taken by private vehicle2.
• New transport provision in the Bay of Plenty over the last decades has focused mainly on new roading and state highway infrastructure. However, in some transport corridors, primarily in the western Bay of Plenty sub-region, traffic congestion has continued to increase.
• The new Urban Form and Transport Initiative (UFTI) in the western Bay of Plenty has been established to develop a strategic approach for the sub-region’s urban form and multi modal transport system, to provide short (0 to 10 years), medium (10 to 30 years) and long term (30+ years) recommendations.
• The Urban Form and Transport Initiative includes key workstreams focused on development of a multi-modal strategy to address congestion issues within the western Bay of Plenty sub- region; and regional freight flows research. Rail is expected to form part of these workstreams.
• Tauranga is defined as a ‘high growth urban area’ under the National Policy Statement on Urban Development Capacity (NPS-UDC) and, given its rapid growth, there is potential to explore further rapid transit options as the City continues to grow.
• A report undertaken in 2011 looking at the economic linkages between Auckland, Hamilton and Tauranga city-regions found that there is very low level of commuting between the three cities. The report stated that for both commuting and business travel, the low flows are at least in part a reflection of the considerable travel times and distances between the three cities.
1 https://atlas.boprc.govt.nz/api/v1/edms/document/A3148682/content 2 Statistics New Zealand Household Travel Survey 6 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 138 of 226– DRAFT Report May 2019
2.1.2 Freight Rail
• KiwiRail has confirmed that there is sufficient capacity within the Bay of Plenty rail network to accommodate the planned regional growth in freight and rail demand in the region, at this time.
• KiwiRail continues to invest in the Bay of Plenty rail network including level crossing upgrades, bridge and tunnel maintenance and renewals.
• There are significant freight connections, by volume and value, between the Bay of Plenty and Port of Tauranga; and the upper North Island and central New Zealand.
• The Port of Tauranga, New Zealand’s largest export Port is planning further expansion, including increased freight rail services to and from the upper North Island. The Port of Tauranga transports approximately 40% of imports and 50% of exports via rail3. This is a significant amount compared to other New Zealand ports including the Ports of Auckland.
• Conflict at road and rail level crossings in peak time is increasing with additional trains and services accessing the Tauranga city rail network. Any significant increases in freight rail will need to plan for and manage any resulting increased conflict. It is important to note that an increase in freight rail, can also result in a decrease in freight carried by road.
• New industrial development within Kawerau in the Eastern Bay of Plenty has secured investment from the Government’s Provincial Growth Fund (PGF). This includes investigating and planning for increased rail services, infrastructure and operations to support the Putauaki Industrial Development and Kawerau Container Terminal.
• Emerging industries within the Eastern Bay of Plenty including aquaculture in Opotiki, water bottling through Murupara and further high value horticulture development could also require additional rail services and infrastructure, especially in regard to the early volume projections for water bottling. These are all in early stages of business case development.
• Kiwifruit is one of New Zealand’s major exports. 83% of orchard production is in the Bay of Plenty region. 141 million trays were produced by the industry in 2018. The industry is projecting to produce 216 million trays in 2023/24. Currently all kiwifruit product is transported internally in New Zealand by road.
• Increases in rail freight volumes and operations will place added pressure on urban development and the transport system, predominantly at level crossings and high populated urban areas. However, the ability to move significant volumes of freight, away from the road network, is a critical component to any growing metro centre and transport system.
2.1.3 Passenger Rail
• Passenger rail services were previously operated between Tauranga, Hamilton and Auckland, however ceased operation in 2001 due to low patronage numbers and increasing costs.
• KiwiRail have confirmed that there is sufficient capacity within the Bay of Plenty rail network. This capacity could accommodate future passenger rail services.
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• Discussions and ideas on rail and the role it could play in the region’s transport system are topical with a number of community interest and stakeholder groups, primarily based in Tauranga.
• In August 2017, the Government’s Green Party announced that it will trial a passenger rail service between Auckland, Hamilton and Tauranga starting in 2019, when it is in government4. A Hamilton to Auckland (Frankton to Papakura) passenger rail service start-up trial has recently been agreed with the Government, commencing services in 2020. Currently there is no confirmed extension of this trial to also include services to and from Tauranga.
• Passenger rail requires high populations and high population densities to be viable in economic or financial terms. International evidence states that:
o “Although successful passenger rail service depends on several factors, experience from similar operating rail lines shows that feasible rail service requires a population density greater than 4,000 to 5,000 per square mile in the vicinity of the rail line5. “
o “No Australasian cities under 400,000 population have a rail service (the only city under 800,000 with a rail service is Wellington which has a very linear geography). A light rail service, for example, requires loadings of 5000-10,000 passengers per hour in the peak direction to be viable6.
o An Australia Light Rail Report7 outlines their aim is to create a completely integrated transport system, where the light rail component plans to accommodate for an average passenger capacity of 10,000 – 28,000 people/per hour, with heavy rail accommodating for an average passenger capacity of 18,000 – 54,000 people per/hour.
In terms of population size and density Tauranga, as the region’s largest city, is currently well below these thresholds.
• The establishment of any passenger rail services will require significant advanced planning and investment, including: o Capital costs: investment in new infrastructure including parking facilities (park and ride), station facilities (buildings, platforms), track facilities (signals, level crossings);
o Annual operating costs: noting that fare revenue would cover part of the costs, however further subsidy investment would be required per person, per trip.
o Impacts on Existing Services: consideration of impacts such as displacement of freight services, to allow for passenger rail. These impacts would need to be well understood within both a road and rail context, so appropriate integrated planning and operations could be implemented.
2.1.4 An Integrated Transport System
• Currently the majority of rail investment in New Zealand (other than passenger rail service provision) is undertaken via a separate organisation and processes that sit outside the rest of the transport system supported through the National Land Transport Fund (NLTF) and Programme.
4 https://thestandard.org.nz/greens-commit-to-tauranga-hamilton-auckland-passenger-rail-service/ 5 www.sustainabletransportationsc.org 6 Public Transport Viability Western Bay of Plenty, SmartGrowth (Booz Allen Hamilton 2002) 7 https://greens.org.au/sites/greens.org.au/files/Australia%20Light%20Rail%20Report.pdf 8 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 140 of 226– DRAFT Report May 2019
This makes it challenging to integrate planning and investment decisions and future aspirations for rail within the wider national land transport system.
• Transport studies and reviews often focus on specific or singular modes and challenges i.e. passenger rail provision; bus services or walking and cycling connections. Managing growth requires integrated planning and investment. Transport, and within that – Rail, is just one part of this future plan.
• The western Bay of Plenty, under the SmartGrowth partnership, have established an Urban Form and Transport Initiative (UFTI)8 to deliver an integrated plan and programme that outlines priorities and investment opportunities in urban form, transport, and other connected areas such as education and health. The overall Plan is due for completion end 2019/ early 2020.
• The sub-regions of Rotorua and the Eastern Bay of Plenty have also developed spatial plans that outline their vision for their communities and places that require integrated planning including high performing transport systems to achieve.
8 The Urban Form and Transport Initiative (UFTI) is a collaborative project led by SmartGrowth and the NZ Transport Agency and involves Western Bay of Plenty District Council, Tauranga City Council, the Bay of Plenty Regional Council, iwi, and community leaders. 9 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 141 of 226– DRAFT Report May 2019
2.2 Future Opportunities
This section outlines a number of key opportunities that could be taken forward. 2.2.1 Partner with Central Government
• Approach central government, via the Minister and Associate Ministers of Transport, to ascertain their current position on passenger rail services for the Bay of Plenty region, including their appetite to invest in an extension of the Hamilton to Auckland start-up trial.
• Ascertain the government’s position on investing in further feasibility and/or technical work on passenger rail services to and within the western Bay of Plenty sub-region (integrated with the wider sub-regional urban form and transport planning initiatives).
o Including undertaking a feasibility study to investigate the possibility of passenger rail services to ease congestion within the western Bay of Plenty sub-region in identified transport corridors in peak times. This Study would need to form part of the wider regional transport modal-shift package to ensure a whole of transport system position and forward plan.
o This Study would also support the multi-modal strategy workstream proposed within the Urban Form and Transport Initiative (UFTI programme in the western Bay of Plenty.
Future Opportunity: Determine feasibility of Passenger Rail Services to Ease Congestion
The Government has signalled its intention to increase the use of rail to enable efficient passenger and freight use. Tauranga is a high growth urban area and, given its rapid growth, there could be potential to explore rapid transit9 including rail as future multi-modal transport options.
The western Bay of Plenty has experienced continuous growth for a number of decades resulting in key transport corridors in and out of Tauranga city becoming increasingly congested in peak time. A number of these transport corridors run within close proximity to the region’s rail network.
There is an opportunity to work with Government to investigate options for passenger rail to ease congestion within these relevant transport corridors.
The current Bay of Plenty rail network has capacity for further services and given the network is in place it could be technically feasible to run a passenger service on these lines.
However, it must be acknowledged that significant capital and operational expenditure would be required to support any new passenger rail services, as well as the need for evidence based data on future passenger demand projections and also on the subsequent impacts on current freight rail operations and level crossing conflicts.
2.2.2 Develop a Rapid Transit Transition Plan for the western Bay of Plenty sub-region
• Develop a partner led strategy and transition plan that identifies the critical steps the region could take to move to rapid transit services (bus, rail, multi-modal).
9 Rapid transit is defined by the NZ Transport Agency as infrastructure, to deliver a modern, integrated public transport system of light rail, heavy rail, busways, bus priority lanes, and ferries.
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• Develop an evidence based strategic plan that supports decision makers on the key transport system steps they could integrate and implement into wider planning and investment decisions as the sub-region continues to grow.
Future Opportunity: Align and support the Urban Form and Transport Initiative (UFTI)
With a growing sub-region comes significant transport and land use challenges. There is no one mode fix, nor is there one solution. Transport and land use planning go hand in hand, and it is important that as, and where, a city and district grow, transport provision is aligned and delivered through timely, sustainable and affordable planning and investment.
A key principle of the newly established Urban Form and Transport Initiative (UFTI) under the SmartGrowth umbrella is “to improve measurable transport outcomes such as congestion levels, road safety, travel choice and private vehicle dependency, and environmental impacts” within the western Bay of Plenty sub-region.
Two core workstreams within the UFTI programme are relevant to rail. One is focused on ‘Multi- Modal Transport Options’ for the sub-region and the other on ‘Regional Freight Flows’. Both will include rail. This gives a great opportunity to align with these workstreams.
It is essential that any planning and investment decisions for rail services or infrastructure provision in the region are made within wider strategic transport system thinking to ensure that the region invests in the right mode, in the right place at the right time.
2.2.3 Encourage protection and optimisation of the Bay of Plenty rail network
• Work with KiwiRail and the Government, on the opportunity to:
o optimise the Bay of Plenty rail network;
o protect current and future rail corridors; and
o identify future infrastructure options to increase access to rail i.e. new sidings and/or line extensions.
Future Opportunity: Protection and optimisation of the Rail Network
Transport decision makers often look at opportunities to optimise the transport system. However, this often specifically focuses on just the roading network.
Given the forecasted growth in freight rail across the region, including the new and emerging industries within the Eastern Bay of Plenty, there is an opportunity to work with KiwiRail, and significant rail users in the region, to ensure the rail network is fit for purpose and high performing for the future.
There could also be opportunities, through this process, to increase the access to and use of rail, to further reduce heavy vehicle impacts on the roading network, especially focused in congested urban areas and around the Port of Tauranga. Current examples of future access opportunities include Rangiuru Business Park and Kawerau Container Terminal. This also includes protection of the corridors and infrastructure for any new services such as the re-introduction of passenger rail.
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2.2.4 Influence central government to include rail planning and investment within the National Land Transport Fund and Programme development • Influence central government and the New Zealand Transport Agency to look at future options of including all rail planning and investment priorities and decisions within the National Land Transport Programme development, or a similar, all of transport system model and approach.
• It is important as decision makers to be able to understand the full suite of land transport options to ensure that investment is made in the right mode to deliver the best customer and community benefits.
Future opportunity: Influence the integration of rail planning and investment
The Ministry of Transport is currently leading a Future of Rail Review, with support from the Treasury, the NZ Transport Agency and KiwiRail.
The Review is taking a strategic view of New Zealand’s rail network, within the wider transport system, including possible future planning and investment structures and operations.
It is important for the region to actively engage and participate in this Review to ensure any future changes reflect regional needs and aspirations.
2.2.5 Define customer values within multi-modal choices
• Work with customers and communities to determine the ‘values’ people have when making decisions about using, or wanting to use, multi-modal transport options in the Bay of Plenty i.e. pleasure, comfort, cost, time, access (including technology).
• Better understand what aspects of multi-modal options people value and would therefore seek to use (over their private vehicle).
• Use this insight and data to support future multi-modal planning and investment decisions for the region, (linked to the Urban Form and Transport Initiative (UFTI) project).
Future opportunity: Better understand customer values and insights
There are many factors that people consider when making transport choices.
More often than not these are about our wider values rather than being purely about a transport outcome such as getting a ‘quicker trip’.
By better understanding why people make certain travel decisions, and what they value and expect from that experience, will give a richer level of evidence to support decision making.
A short and succinct exercise could be undertaken to gain these valuable insights.
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3.0 Bay of Plenty Passenger and Freight Rail Investigation 2019
The Bay of Plenty Regional Land Transport Plan 2018 (RLTP) makes provision for a Bay of Plenty Rail Study to explore the potential for increased use of the rail network for passengers and freight in the region. A key driver for the study is the recent update to the Government Policy Statement on Land Transport 2018 (GPS), which states the intention to support existing and new inter-regional commuter rail services as well as the increased use of rail to move freight. The GPS also supports accelerating the development of rapid transit where it is key to support development in major metropolitan areas. This Bay of Plenty Passenger and Freight Rail Investigation is being undertaken in two phases. • Phase 1 focused on improving the current understanding and updating evidence to support future planning and investment decision making. • Phase 2 will look at what this could mean for a rapid transit system, primarily focused on Tauranga City.
3.1 Phase 1 Investigation
The Phase 1 Investigation reviewed current information, evidence and expertise to update the region’s understanding on:
• Traffic/freight on the rail lines in the Bay of Plenty (how much, where it’s going to and from); • Capacity of the rail lines (at what point do they reach capacity);
• Projected future demand, particularly to and from the Port; • Investments made in recent years to the upper North Island rail system and the benefits these delivered; • Investments planned for (including current funding and timing) on the upper North Island rail system and projected benefits; • Early learnings being found in the Hamilton to Auckland business case for passenger / freight rail and rapid transit;
• Possible constraints on growing rail usage (i.e. increasing the number of trains), both in and outside the region (e.g. connections to Auckland) including conflict between passenger and freight (both within Tauranga and between Tauranga and Auckland); and • Source relevant international evidence with regard to passenger rail movements for a service to be considered economically/financially viable.
3.2 Stakeholders / Partners
The following stakeholders and partners were involved in the development of Phase 1:
• Local government authorities in the Bay of Plenty region • KiwiRail
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• Port of Tauranga • NZ Transport Agency
• Interest groups including Freight Logistics Advisory Group (FLAG); Industrial Symbiosis Kawerau (ISK); Zespri/NZKGI; Sustainable Business Network and Greater Tauranga. • SmartGrowth western Bay of Plenty (through the Urban Form and Transport Initiative (UFTI) workstream).
3.3 New Zealand Transport Agency Business Case Approach
A Point of Entry for the Phase 1 Investigation into Passenger and Freight Rail for the Bay of Plenty was submitted and approved by the NZ Transport Agency in April 2019. This Point of Entry is included in section 11.
This Phase 1 Report is intended to be used as a supporting strategic context for any future passenger and/or freight rail investigations, technical assessments or research for the region.
3.4 Bay of Plenty Rail Strategy 2007
A Bay of Plenty Rail Strategy was developed in 2007 to advance a vision for rail in the region.
The Strategy outlined opportunities for rail, both in the short and longer term. Part of the longer-term vision was to explore the use of rail for passenger transport, particularly in order to connect key settlements within the region. Inter-regional rail connections between other key places (e.g. Hamilton, Auckland and Wellington) were also part of this vision.
The Strategy stated “the need for passenger transport will become increasingly important as the region grows. High levels of growth are forecasted for the western Bay of Plenty subregion and a number of new residential and commercial developments are planned in the area over the next 20 years. The SmartGrowth Strategy identifies a range of actions that require consideration and resolution in a shorter timeframe due to the continued growth that the western Bay sub-region is experiencing.”
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4.0 National Strategy and Policy Settings
4.1 Government Policy Statement on Land Transport 2018 (GPS)10
The Government Policy Statement on Land Transport 2018 (GPS) sets out the government’s priorities for expenditure from the National Land Transport Fund (NLTF) over the next 10 years. It sets out where the government will focus resources and how funding is allocated between activities such as road safety policing, state highways, local roads and public transport. The GPS was reviewed in 2018 and includes four strategic priorities: o Safety, o Access, o Environment, and o Value for money. Safety and access are the key strategic priorities for the Government and reflect the transport system that they desire. The new GPS signals a shift in government focus towards a more mode neutral approach to transport planning and investment.
4.1.1 Strategic Priority: Access
The GPS 2018: • has a new focus that prioritises improving New Zealanders' access to economic and social opportunities. The increased focus includes: o urban areas (cities and towns), o regional development that supports thriving regions, for example through the Provincial Growth Fund, o nationally important freight and tourism connections that are safe, efficient, resilient and minimise greenhouse gas emissions; o improving resilience of the land transport system by placing greater focus on resilience to climate change impacts. • The increased focus on urban areas is to ensure that transport and land use planning reduces the need to travel by private motor vehicle (excluding commercial vehicles) by: o improving access by reducing the need to travel long distances to access opportunities like employment, education and recreation – o supporting a mode shift for trips in urban areas from private vehicles to more efficient, low cost modes like walking, cycling and public transport.
4.1.2 Rapid Transit Activity Class
The 2018 review of the GPS has seen an increased focus on rapid transit systems and rail in New Zealand including a new Rapid Transit Activity Class. Public transport (especially rapid transit), walking and cycling can enable opportunities to shape the transport landscape to create more liveable cities. The GPS supports accelerating the development of
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rapid transit where it is key to support major metropolitan development. This includes considering rapid transit options (e.g. busways and light rail infrastructure) in the major metropolitan areas such as is indicated in the Auckland Transport Alignment Project (ATAP). The new rapid transit activity class is anticipated to invest about $4 billion over 10 years in busway and light rail infrastructure capable of moving large numbers of people. Forecast investment is about $468 million during the 2018-21 period. The NZ Transport Agency will take a lead role in the delivery of this activity class, working in partnership with other key agencies. This includes establishing appropriate arrangements to plan fund, design, supervise, construct and maintain rapid transit networks and projects, including light rail.
GPS 2018 Rail Funding While GPS 2018 makes provision for rail funding, the scope of this funding is very tight. GPS 2018 supports investment in: • improving urban rail services for passengers accessing housing, major employment areas and major metropolitan areas. This applies particularly to areas where demand is outstripping capacity and reliability needs to be improved or there is a need to reduce conflict between freight and passenger trains. • existing and new interregional commuter rail services, including the capital costs associated with the rolling stock to support housing and employment opportunities. GPS 2018 also supports investment to support rail safety, including partnering with KiwiRail to upgrade level crossings.
GPS 2018 Second Stage Review The Government has signalled a possible second stage review of GPS 2018. This will be limited to areas that require immediate actions including investment in rail, supported by the Future of Rail Study. The second stage review will also look at developing local and central government agreements on transport’s role in the future development of major metropolitan areas such as Auckland, Wellington and Christchurch, including consideration of transport’s role as a place-maker and on future rapid transit options (light rail and dedicated bus routes).
In the meantime, the Ministry of Transport is also working on the next GPS 2021 with the intent to release at least 12 months prior to it taking effect.
4.2 Provincial Growth Fund (PGF)11
The Government has signaled the Bay of Plenty region as a top priority for economic development.
The Provincial Growth Fund (PGF), established by the government in 2017, includes a commitment to invest $1 billion per annum over three years in regional economic development.
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The Bay of Plenty region has a number of projects underway or planned within this Fund. Further details of these are outlined in this Report.
4.3 Significant Government Reviews 2018 and 2019
At the time of developing this Phase 1 Report, there are two critical Reviews underway by the Government that will impact on the planning and investment of rail in New Zealand.
4.3.1 Future of Rail Review
The Future of Rail Review is being led by the Ministry of Transport, with support from the Treasury, the NZ Transport Agency and KiwiRail. The Review is taking a strategic view of New Zealand’s rail network, within the wider transport system, including possible future planning and investments structures and operations. The government is currently engaged and reviewing work to date. Decisions and subsequent public release are likely in the first half of 2019.
4.3.2 Upper North Island Supply Chain Strategy Review
The Government is undertaking a review of the Upper North Island logistics and freight supply chain to ensure it is fit for purpose in the long term. The Review will: • guide the development and delivery of a freight and logistics strategy for the upper North Island including a feasibility study to explore moving the location of the Ports of Auckland, with serious consideration to be given to Northport.
• The work will also include priorities for investment in rail, roads and other supporting infrastructure, with the goal of creating a robust supply chain that delivers to New Zealand’s interest over the next 30 years. The review is being led by an independent panel reporting to the government, supported by the Ministry of Transport, NZ Transport Agency and Ministry of Business Innovation and Employment. The Bay of Plenty Regional Council sent a submission in March 2019 to the Independent Panel outlining opportunities, concerns and expectations of engagement on the early proposal.
Interim Report12 An Interim Report was released by the Associate Minister of Transport on 27th April 2019. The Report outlines the proposed approach to deliver an Upper North Island Supply Chain Strategy and reports on the findings of the initial investigations, stakeholder engagement and the key themes that have emerged to date. It also outlines the plan to complete the Review, explore scenarios and present a strategy.
12 https://www.transport.govt.nz/assets/Import/Uploads/Research/Documents/Cabinet-Papers/8934e52ae5/UNISCS- Interim-progress-report-on-the-Upper-North-Island-Supply-Chain-Strategy_Final.pdf 17 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 149 of 226– DRAFT Report May 2019
Common stakeholder views outlined in the report, pertinent to rail include: • Unanimous support for a fully functioning rail system to the ports / ship side from those who offered an opinion.
• Freight forwarding community is largely agnostic to where imports arrive as long as they are supported with good transport infrastructure. • That the Bay of Plenty and the Waikato have benefitted from rail infrastructure provided by Government at no capital cost to end users. • The lack of rail infrastructure and port connectivity has been a brake on Northland’s economic development.
• There is universal interest in the cost of moving freight and that cost is a big driver of behaviour. • Congestion is the number one problem for freight operators.
• There are problems in getting rail through Auckland.
The report states that “one consistent and overarching theme in the stakeholder comments was the need for a national, connected and well-functioning rail system. There was unanimous support from those who offered an opinion, including from representatives of the road transport and coastal shipping groups, for a fully functional rail freight system”.
The Report outlined that the following projects would be part of, but not limited to, further Review considerations, noting no investment costs or timings are included in the Report:
• New rail line and upgrades between North Auckland and Northport. • Second rail line between Auckland and Tauranga. • New inland port and subsequent freight corridor through west Auckland. • Expanded or moved Southdown inland port. • New mega-port in the Firth of Thames. • Inland hubs for logs and exports within Northland with refurbished local rail lines. • New Zealand dry dock. • Electrification of rail services and alternative truck and rail machinery.
Two further reports are planned on the Review including a:
• June 2019 Report that will report on the evaluation of different options, and
• September 2019 Report that will set out final recommendations.
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5.0 Regional Context
The Bay of Plenty lies in the north-east of the upper North Island and forms part of New Zealand’s ‘Golden Triangle’ where much of the nation’s economic and population growth is occurring.
The upper North Island is vital to the social and economic success of New Zealand.
Together, the Auckland, Northland, Waikato and Bay of Plenty regions are responsible for generating more than half of New Zealand’s GDP, housing more than half of New Zealand’s population and providing for the movement of more than half of New Zealand’s freight.
The Bay of Plenty is home to the Port of Tauranga, New Zealand’s largest export port. Economically, the Port is nationally and regionally significant handling 30% of the country’s imports and exports and contributing to the flow of 8.6% of GDP13.
Parts of the region have been experiencing rapid growth for decades which in turn has resulted in increased demand for travel that is beginning to significantly impact on core parts of the transport systems capacity and service levels.
5.1 Statistics New Zealand: Regional GDP Measures14
Statistics New Zealand released the following regional summary Gross Domestic Product (GDP) data from the 2018 census in April 2019.
• The Bay of Plenty’s economy has increased 38.7% from 2013-2108 (national increase was 30.9%). The increase was driven by construction; agriculture; and rental, hiring, and real estate services.
• From 2013-18, the region’s share of national GDP rose 0.3%, to 5.6%, which equates to $15.8 billion to the economy.
• In 2016, Bay of Plenty’s GDP increased 8.8% the highest of all the regions. This was driven by increases in manufacturing; rental, hiring, and real estate services; and agriculture (primarily kiwifruit).
• In 2017, Bay of Plenty’s GDP increased 12.4%, the highest increase in GDP of all the regional economies for the second year in a row. This was driven by large increases in agriculture (dairy cattle farming and kiwifruit); construction; and rental, hiring, and real estate services.
• In 2018, Bay of Plenty’s GDP increased 6.2%, led by construction; manufacturing; and owner- occupied property operation.
13 Bay of Plenty Regional Land Transport Plan 2018 14 https://www.stats.govt.nz/information-releases/regional-gross-domestic-product-year-ended-march-2018#bay-of- plenty 19 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 151 of 226– DRAFT Report May 2019
Statistics New Zealand: Regional GDP Summary Graphs15
5.2 Regional Land Transport Plan16
The Bay of Plenty Regional Land Transport Plan (RLTP) was adopted in June 2018. The Plan combines thinking from the regions’ Councils into a single strategic document for land transport investment.
A range of stakeholders submitted on the draft RLTP, during development, supporting greater investment in rail and proposed work to investigate wider use of the rail network. A significant number of submitters supported commuter rail for greater Tauranga / western Bay of Plenty, while a number also supported inter-regional passenger rail, along with better use of the rail network for freight.
In response, the RLTP committed to undertaking a rail study in 2018/19 to assess the feasibility of the rail network to provide for:
a) increased movement of freight by rail; and
15 https://www.stats.govt.nz/infographics/new-zealands-regional-economies-2018 16 https://cdn.boprc.govt.nz/media/760427/bay-of-plenty-regional-land-transport-plan-2018-web.pdf 20 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 152 of 226– DRAFT Report May 2019
b) inter-regional passenger rail between the Bay of Plenty and Auckland.
An associated action which potentially overlaps with the rail study is to further explore the potential for rapid transit in the western Bay of Plenty sub region. This could also include consideration of heavy or light rail, and bus rapid transit options.
5.3 Regional Public Transport Plan17
The Regional Public Transport Plan provides guidance and policies that direct the investment in public transport across the Bay of Plenty region. The Plan outlines intra-regional rapid transit or rail, noting that the current public transport network does not provide for rapid transit or passenger rail services, however, the opportunity exists to commence long term planning and investment that will allow this in the future. It also outlines investment required to deliver on this would be significant and is unlikely to be supported by a standard economic evaluation, requiring a more holistic look at the connection between land use development and transport investment. Any investment in this area will require significant contribution and guidance from central government.
5.4 Regional Land Transport Plan Annual Report Card 2017/1818
The Regional Land Transport Plan (RLTP) Annual Report Card stated for 2017/18, that the region experienced:
o Regional GDP increased by 8.8% o 12,000 more vehicles on the road (mainly light commercial vehicles and cars) o Increase in fatalities and serious injuries between 2016 and 2017, while the five year average trended upwards o Fuel consumption continues to increase o Annual number of trips on public transport per person continued to decline o Freight volumes on the East Coast Main Trunk (ECMT) continue to increase o Track quality on the East Coast Main Trunk rail line improved.
5.5 Western Bay of Plenty Public Transport Blueprint 201719
A Programme Business Case for a Western Bay of Plenty Public Transport Blueprint was developed in February 2017, supported by the NZ Transport Agency. A subsequent Detailed Business Case was developed in September 2017. Non bus public transport options, e.g. ferries and rail were not considered as part of the programme business case. Reasons noted were due to the bus based public transport being considered to have significant potential for growth without the need to invest in other public transport modes with higher operating and capital costs.
The report did note however that outside the 10-year Blueprint timeframe alternative public transport modes will likely be more feasible and could consequently be examined through further reviews of the Tauranga Programme Business Case which has a 30-year planning horizon.
17 https://cdn.boprc.govt.nz/media/786839/regional-public-transport-plan-december-2018.pdf 18 https://atlas.boprc.govt.nz/api/v1/edms/document/A3148682/content
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6.0 Bay of Plenty Sub-Regions
6.1 Western Bay of Plenty sub-region
The western Bay of Plenty sub-region has experienced rapid population growth since the 1950s.
The sub-regions population in 2013 was approximately 160,00020, with this predicted to double to 284,000 by 2051. Release of the 2018 Census data is expected to commence from April/May 2019.
The SmartGrowth Strategy 201321 is the western Bay of Plenty’s spatial plan. It is a comprehensive, long term strategy which sets the strategic vision and direction for the growth and development of the sub-region.
The strategy has a 50 year horizon with a strong focus on the first 20 year planning period. It considers a range of environmental, social, economic and cultural matters and identifies short, medium and long term opportunities for ‘building the community’.
Table: Population Projections for Tauranga City and Western Bay District22
2011 (base) 2031 2051 2011-2051 Western Bay of Plenty District Population 45,380 59,718 74,147 28,767 Total Dwellings 19,782 26,257 32,722 12,940
Tauranga City Population 114,720 157,110 199,430 84,710 Total Dwellings 48,783 70,017 91,469 42,686
Total Subregion Population 160,100 216,828 273,577 113,477 Total Dwellings 68,585 96,274 124,191 55,626
The successful integration of land use development and the transport system is at the centre of the SmartGrowth Strategy. To support this, an Urban Form and Transport Initiative (UFTI) has been established with the SmartGrowth partners to identify an integrated strategic approach for the development of the western Bay of Plenty that delivers the best possible outcomes.
The role of rail within the wider transport system will be further considered as part of this work.
6.1.1 SmartGrowth: Urban Form and Transport Initiative23
The Urban Form and Transport Initiative (UFTI) is a collaborative project led by SmartGrowth and the New Zealand Transport Agency and involves Tauranga City Council, Western Bay of Plenty District Council, the Bay of Plenty Regional Council, iwi, and community leaders.
The western Bay of Plenty is one of the fastest growing regions in New Zealand and this growth is set to continue for the next 30 years. While this growth is positive for the sub-region and delivers diverse social and cultural benefits, the challenge faced is to ensure the urban development and transport infrastructure meets the needs of local communities.
20 http://archive.stats.govt.nz/ 21 http://test.smartgrowthbop.org.nz/strategy/2013-strategy/ 22 http://www.smartgrowthbop.org.nz/media/1676/2013-strategy-part-2-61-120.pdf 23 https://ufti.org.nz/ 22 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 154 of 226– DRAFT Report May 2019
The partners have committed to developing an integrated, strategic and shared funding programme, with immediate and future priorities and investment opportunities in urban form, transport (including all modes), and other connected areas such as education and health.
Strategy development and planning are underway with a final report due by end 2019 / early 2020.
6.2 Eastern Bay of Plenty Sub-Region
The Eastern Bay sub-region includes the district areas of Whakatane, Kawerau and Opotiki.
Rail plays a significant freight role transporting logs, wood pulp, paper and cardboard, fertiliser and steel from Murupara and Kawerau to the Port of Tauranga. It is estimated that the Eastern Bay of Plenty exports more than 33,000 containers per annum24, with the majority of these currently being on road.
There are a number of emerging industries and development opportunities underway in the subregion including Opotiki Aquaculture and Harbour Development; Kawerau Industrial Land Development and Container Terminal; high value horticulture and water bottling through Otakiri and Murupara.
Putauaki Industrial Land Development Kawerau Putauaki Industrial Development (KPID) is a partnership project between Kawerau District Council, Putauaki Trust, Sequal Lumber, Kawerau CT Limited and KiwiRail. This is supported by a wider collaborative partnership called Industrial Symbiosis Kawerau (ISK), which includes a number of regional industries, business and services groups including Toi EDA, the Eastern Bay’s economic development agency. KPID, located in Kawerau District, is focused on significantly improving the economic productivity of the region. They are currently leading three specific projects: o Kawerau Container Terminal Development, also includes construction of an 800m rail siding and related infrastructure; o Putauaki Industrial Land Development, also includes construction of state highway and internal roading and related infrastructure; and o Off-Highway Road Development, includes construction of internal roading infostructure to link the Container Terminal to the wider industrial area and forestry industries. The Putauaki Industrial Land Development is currently underway with stage 1 of the state highway infrastructure under construction. The Kawerau Container Terminal and Off-Highway Road Development projects are still in early development stages.
Kawerau Container Terminal A feasibility study was undertaken by Scion Research Institute in 2016/17 to establish an inland container terminal in Kawerau, servicing the Eastern Bay of Plenty25. The idea behind the plan, is to
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establish a symbiosis of stakeholders and industry, working together to reduce the costs to do business. The Study found that there was likely to be sufficient volume from the wider Eastern Bay of Plenty region to justify regular rail services from Kawerau to the container yard at Port of Tauranga. International port logistics company ISO Limited was chosen as the preferred terminal operator in late 2017. The development of the terminal includes the construction of an 800 metre rail siding with the majority of terminal cargo to be transported to ports and markets via rail. Investment for the siding is subject to a further Provincial Growth Fund (PGF) application.
Emerging Industries in Eastern Bay with potential future rail links Aquaculture Aquaculture in the Opotiki district is a strong emerging industry for the Bay of Plenty. An existing 3,800 hectare mussel farm is already established offshore from Opotiki and plans are underway for additional mussel farm and harbour development. Expansion of the aquaculture industry in Opotiki is part of the overall industry strategy to grow to $1billion in exports by 202526. Currently all product is transported by road, however there could be future potential for product to go on rail including via the new Kawerau Container Terminal development. Dairy A new dairy factory is currently under construction and development in Kawerau. The dairy plant is being constructed on land owned by the Putauaki Trust and the majority of the milk will be supplied by Maori owned farms. High value horticulture Planned extensions of the region’s strong horticulture industry includes development of high value horticulture on Maori land in the Eastern Bay of Plenty i.e. gold kiwifruit, Miro berries and Manuka. Water Bottling Early planning is underway for water bottling ventures in the Eastern Bay. Nongfu Spring, a Chinese owned company, was recently consented to access up to 580 million litres of groundwater per year from the Otakiri aquifer. This development could generate up to 200 truck movements a day at full production. There are also early conversations around a further development near Murupara. While both are still in early stages of development, these industries have significant potential for rail use and are of considerable interest to the envisaged future growth of the Kawerau Container Terminal and wider sub-region. It is important that these emerging industries are well understood in the region including the transport system and operations required for success.
Provincial Growth Fund – Eastern Bay of Plenty A number of key projects in the eastern Bay of Plenty have received investment via the Government’s Provincial Growth Fund (PGF).
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These include: Project Description Lead PGF Funding Funding Status Organisation(s) Putauaki Industrial Funding initial Putauaki Trust $2,000,000 Approved Land Development – construction work for the (Stage 1) October 2018 Stage 1 Putauaki Industrial Hub.
Mussel Farming and Development of a Whakatohea $19,850,000 Approved Production Facility sustainable mussel Mussels December 2018 farming operation in Opotiki Ltd Ōpōtiki
Accelerating Research and planning Whakatohea $950,000 Approved Aquaculture exploring potential Maori Trust December 2018 Developments in aquaculture projects Board Whakatohea Rohe Moana Ōpōtiki Harbour First stage in Ōpōtiki Ōpōtiki District $750,000 Approved Development Project Harbour redevelopment Council, December 2018 Eastland Group Ltd, Bay of Plenty Regional Council Rail Freight Funding of a study to look KiwiRail $250,000 Approved Opportunities - at options for creating an February 2018 Kawerau/Murupara inland hub to connect exports from Murupara and Kawerau to rail.
6.3 Rotorua Sub-Region
Services on the Rotorua Branch line from Putaruru to Rotorua ceased in 2001 with the cancellation of the Geyserland Express.
The Rotorua Lakes Council has worked closely with KiwiRail to design and develop connecting shared paths and cycleways within parts of the rail corridor across the sub-region. In previous years KiwiRail leased the Rotorua Branch line (Putaruru - Koutu) to the Rotorua Ngongotaha Rail Trust for use as a tourism venture.
The sub-region has aspirations to enhance tourism opportunities and connections, between Auckland and Rotorua, through the use of rail (scenic trips and trails).
There are currently no formal plans or committed investment for reopening the Rotorua rail line, however, it is important, that the corridor is protected for future use, including multimodal and further tourism opportunities.
It is also important that any future transport system planning recognises the critical connections between central New Zealand to the Bay of Plenty region, Port of Tauranga and onto the upper North Island, including future expansion and investment in the rail network. Rotorua and the Eastern Bay of Plenty are key conduits for these connections.
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7.0 Rail Context
The railway network in New Zealand consists of four main lines, seven secondary lines and numerous short branch lines in almost every region. It links all major urban centres except Nelson, Taupo, Queenstown, Whakatane and Gisborne. The network is owned and managed by KiwiRail27.
New Zealand’s national rail network and services are primarily focused on freight, particularly bulk and imports and exports. A limited number of tourism focussed passenger services are also operated on some lines. Auckland and Wellington are the only two cities in the country to operate urban rail systems, both of which are currently being upgraded and expanded.
7.1 Bay of Plenty Rail Network
Rail plays a significant freight role in the Bay of Plenty region with a principal focus on the Port of Tauranga. Increasingly, the Port of Tauranga is being used as a gateway for the Auckland market, with shipping containers being railed to and from MetroPort, the Port of Tauranga's inland terminal at south Auckland.
There is approximately 320 km of rail network in the Bay of Plenty, extending from Hamilton in the west to Taneatua and Murupara in the east28. The major regional line is the East Coast Main Trunk (ECMT) which is 182 km long and runs through Hamilton and Tauranga to Kawerau. The unused portions of rail track in the region include Hawkens – Taneatua (26 km), and the Rotorua branch (48km).
There are currently no passenger rail services in the Bay of Plenty region.
Bay of Plenty Rail Network Map courtesy of KiwiRail.
27 https://en.wikipedia.org/wiki/List_of_railway_lines_in_New_Zealand 28 KiwiRail data sets 2019. 26 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 158 of 226– DRAFT Report May 2019
The following table is a summary of freight carried between Tauranga and key New Zealand centres.
Rail Line NTK per annum Primary Product(s) (Net tonnes per kilometre travelled 2017/18) Whangarei – Tauranga 9,958,000 Wood and wood products.
Tauranga – Whangarei 162,427 General freight (on behalf of freight forwarders).
Auckland – Tauranga 420,331,000 General freight (on behalf of freight forwarders). Tauranga – Auckland 377,745,000 General freight (on behalf of freight forwarders).
Hamilton – Tauranga 65,381,000 Dairy.
Tauranga – Hamilton 2,070,000 General freight (on behalf of freight forwarders).
Rotorua – Tauranga 185,982,000 Wood and wood products.
Tauranga – Rotorua 131,680 General freight (on behalf of freight forwarders).
Tauranga – Whakatane 81,682 General freight (on behalf of freight forwarders). Whakatane – Tauranga 1 General freight (on behalf of freight forwarders).
Tokoroa – Tauranga 136,294,000 Wood and wood products.
Tauranga – Tokoroa 6,989,000 General freight (on behalf of freight forwarders).
Tauranga – Tauranga 95,419,000 Wood and wood products.
Palmerston North – Tauranga 7,386,000 Dairy.
Tauranga – Palmerston North 1,352,000 General freight (on behalf of freight forwarders).
New Plymouth – Tauranga 5,112,000 Meat.
Tauranga – New Plymouth 843,360 General freight (on behalf of freight forwarders). Notes to Table • Outlines current net tonnes of freight per kilometre travelled between key centres and Tauranga. • Data is 2017/2018 financial year • NTK is the net weight of the goods in tonnes excluding the weight of the wagons / carriages. • KiwiRail data does not include specifics for products being moved for Freight Forwards. • Total freight carried on the Bay of Plenty rail network in 2017/18 was 1.344 billion net tonnes per kilometre travelled.
27 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 159 of 226– DRAFT Report May 2019
8.0 KiwiRail
KiwiRail’s vision is to be ‘a trusted Kiwi owned logistics partner growing New Zealand’.
KiwiRail owns and manages New Zealand’s rail network.
KiwiRail29:
• Help more than 34 million commuter trips per year • Carry more than 1 million tourist passengers a year • Connect 23 towns, cities and communities across New Zealand • Move 18 million tonnes of freight per year • Carry 16% of New Zealand’s total freight task • Transport 25% of New Zealand’s exports • Supported 20% passenger growth in Auckland over last two years Photo courtesy of KiwiRail website.
KiwiRail’s Half Year Highlights December 201830 included:
• 30% increase in domestic freight following the full reopening of the Main North Line • 15% increase in forestry as the ‘wall of wood’ comes onstream and KiwiRail increases its log wagons fleet • 8% increase in bulk freight • 8% increase in tourism revenue on the’ Great Journeys of New Zealand’ rail and ferry services • Delivery of 15 (DL Gen 2.3) locomotives and 235 wagons
8.1 Current Use and Capacity
The Bay of Plenty regions rail network currently carries approximately 1.344 billion net tonnes of freight per kilometer per annum.
The Bay of Plenty is serviced by the East Coast Main Trunk (ECMT) which is New Zealand’s’ busiest and most productive rail line.
The ECMT within the Bay of Plenty has the capacity to operate 12 (9 locomotive long) trains per day each way within the current infrastructure and operations. Currently the line is operating 23 trains of different configurations.
KiwiRail have confirmed that there is capacity for more services, for some time, within the ECMT before additional infrastructure investment is required.
29https://www.kiwirail.co.nz/ 30 KiwiRail Half Year Report December 2018 28 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 160 of 226– DRAFT Report May 2019
8.2 Regional Rail Constraints
There are currently no significant rail constraints within the Bay of Plenty rail network.
Rail constraints that effect the region, primarily from an economic perspective, are currently contained within the Auckland rail network.
Addressing these constraints are part of the implementation of the Auckland Transport Alignment Project (ATAP) and wider KiwiRail work programmes. This includes the following priority rail projects:
• Auckland City Rail Link (CRL); planned for completion in 2024.
• Auckland Third (Freight) Main (Westfield to Wiri); completion yet to be confirmed but likely by 2024.
• Auckland Light Rail (City to Centre to Māngere Line and the North-western Line); scheduled for completion between 2018-2028.
• There are also a number of level crossing upgrades and rail priority programmes either currently underway or planned.
However, future increases in freight and subsequent train lengths and rail use, as well as planned increases in passenger and metro rail services in Auckland and Hamilton, will place further pressure on the upper North Island rail network.
Areas that could face additional pressure include:
• No increase in the rail sidings that are able to be loaded/unloaded concurrently at both Port of Tauranga and Southdown. This will constrain future growth in the MetroPort programme.
• No planned extension of current passing loops or new passing loops to accommodate longer trains in both directions.
• Introduction of additional passenger services in Auckland and new passenger services to Hamilton (Papakura to Frankton).
• Any future extensions to the peak shut out periods within Auckland metro areas, which restricts access to and from Southdown.
8.3 KiwiRail Planning and Investment: Bay of Plenty Region
KiwiRail have an ongoing work programme for the Bay of Plenty rail network.
The following table31 outlines recent improvements in 2018/19 as well as planned improvements and maintenance for 2019/20.
31 KiwiRail datasets 2019 29 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 161 of 226– DRAFT Report May 2019
Recently Completed and Committed Investments
Planned Investments Location Total Cost Benefits (2019/20) Kaimai tunnel (ongoing) Kaimai Ranges $5 million (per annum) Improve slab and tunnel conditions. Bridge 91 Maintenance ECMT $2.2 million (2019) Maintenance.
Bridge 105 Maintenance ECMT $5.3 million (2019) Maintenance.
Level Crossing Upgrade Hewletts Road (SH2) $217,000 (2019/20) Part of the Safer Roads Alliance programme. Level Crossing Upgrade Paengaroa (SH2) $108,000 (2019/20) Part of the Safer Roads Alliance programme. Level Crossing Upgrade Pongakawa School Road, $56,000 (2019/20) Part of the Safer Roads Pongokawa (SH2) Alliance programme. Level Crossing Upgrade Benner Road, Pongokawa $330,000 (2019/20) Part of the Safer Roads (SH2) Alliance programme. Level Crossing Upgrade Ohinepanea Road, $68,000 (2019/20) Part of the Safer Roads Pongokawa (SH2) Alliance programme. Half Arm Barriers Installation Collins Lane (Te Puke) $23,000 (2019/20) Safety.
Track: Rail Grinding Planned to focus on ECMT in $3.5 million (2019/20) Maintenance. 2020. The previous grinding in this area was 2012. Upper North Island Yard Regional project, includes $1.1 million (2019/20) Maintenance. Stabilisation Kinleith, Mount Maunganui, Kawerau. Steel Trusses – Viaduct National project - Bridge 71 $1.5 million Maintenance. Management ECMT (Tauranga Harbour (2019/20) Rail Bridge) is planned for assessment in 2019. Notes to Table: • In the Kaimai Tunnel, the rails are fixed directly to what is called a ‘PACT’ slab. There is an ongoing project to
improve the slab and tunnel conditions. The project has a year on year budget of $5 million.
• Pongakawa School works are completed.
• All track grinding in 2020 is expected to be on the ECMT.
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The following graphs32 outline the maintenance operations and renewals expenditure over the last five years for the Bay of Plenty rail network.
Bay of Plenty Track Renewals $6,000,000
$5,000,000
$4,000,000
$3,000,000
$2,000,000
$1,000,000
$- 2015 2016 2017 2018 2019 YTD 2020 Planned
Ballast/Ballast Clean Destress Formation Turnout Replace/Refurbish Resleeper Rerail/Relay Prematurely Decayed Sleepers Projects Minor Renewals
Bay of Plenty Other Disciplines $700,000
$600,000
$500,000
$400,000
$300,000
$200,000
$100,000
$- 2015 2016 2017 2018 2019 YTD
Signals Structures Telecoms
Note: most non-track budget expenditures are in signals and preventative maintenance.
32 KiwiRail datasets and graphs 2019 31 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 163 of 226– DRAFT Report May 2019
9.0 Port of Tauranga
The Port of Tauranga is New Zealand’s biggest port both in terms of total cargo volume and container throughput. The Port handles 42% of New Zealand’s cargo and 43% of exports33.
In 2018/19 the Port volumes reached 24.5 million tonnes and managed 1.3 million TEUs.
The Port is overseen by Port of Tauranga Limited which is the parent company of a national network of partner companies and ports.
Port of Tauranga 2018 highlights include34:
• 10th largest company on NZ Exchange (NZX) top 50 listed companies by market capital.
• 10.9% increase in revenue
• 13.7% increase in imports
• 8.2% increase in exports
• 8.9% increase in container volumes
• 23.3% increase in transshipments
Photo courtesy of Port of Tauranga website.
9.1 MetroPort and other Port of Tauranga Investments
MetroPort Auckland, strategically located in Penrose, is a 7.67 hectare inland port owned by Port of Tauranga. MetroPort is serviced by both road and rail. 297,512 TEU35 of Port of Tauranga controlled cargo moved through the inland port in 2018. This in addition to KiwiRail’s own domestic cargo.
The Port of Tauranga currently run five to six 105 TEU return trains per day in each direction, providing a weekly capacity of approximately 6,000 TEUs with an option to activate additional services where required36.
The Port of Tauranga also holds investments in other New Zealand ports as well as stevedoring, marshalling and logistics companies. These include:
• Northport in Marsden Point, Northland
• Timaru Container Terminal
• PrimePort, Timaru
• PortConnect, Auckland
• CODA
• Quality Marshalling
33 Port of Tauranga presentation 2019 34 Port of Tauranga Annual Report 2018 35 The twenty-foot equivalent unit (TEU) is an inexact unit of cargo capacity often used to describe the capacity of container ships and/or container terminals. (Wikipedia) 36 http://www.port-tauranga.co.nz/metroport/ 32 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 164 of 226– DRAFT Report May 2019
Port of Tauranga National Network and Company Structure37
9.2 Rail Use
The Port of Tauranga transports approximately 40% of imports and 50% of exports via rail38. This is a significant amount compared to other New Zealand ports including the Ports of Auckland.
Transporting significant volumes of freight via the national rail network reduces heavy vehicle roading impacts.
However, it is noted that the Port of Tauranga only control part of the total cargo that utilises rail to and from the Port, this being the Metroport cargo. In addition to this volume, KiwiRail has commercial agreements with a number of other importers, exporters, shipping lines and cargo owners to provide rail transportation services to move cargo to and from the Port.
Currently 6 (approximately 700 metre length) trains run and return daily between Tauranga and Auckland carrying 106 TEUs. KiwiRail have advised the Port of Tauranga that the line can accommodate up to 12 trains (9 locomotives long) per day in both directions.
Any additional or new services planned for the rail network in the Bay of Plenty region would need to consider impacts on existing use of freight services and operations, including the Port of Tauranga.
37 Port of Tauranga Annual Report 2018 38 Port of Tauranga data 2016 33 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 165 of 226– DRAFT Report May 2019
9.3 Future Plans
The Port of Tauranga has long term plans to meet growth and grow its portfolio. The Port has capacity to expand both within the existing footprint and associated strategic land holdings.
The Port of Tauranga currently own 190 hectares for port operations. 150 hectares is in current use and 40 hectares is available for future developments.
There is also an additional 120 hectares, owned by Quayside Holdings in the Rangiuru Business Park, that could be used for future port operations.
One of the future proposals is to look at an extension of the Sulphur Point wharf to include further crane and container operations that could result in the Port being able to accommodate 2.8 – 3.0 million TEUs per annum (increase from 1.3million TEUs in 2018/19).
Photo courtesy of Port of Tauranga website.
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10.0 Kiwifruit Industry
The kiwifruit industry is a major export earner for New Zealand and one of the biggest economic contributors to the Bay of Plenty region
Recent highlights for the industry include:
• Sell into more than 50 different countries
• Deliver approximately 30% of the global kiwifruit volumes
• Manage approximately 13,500 hectares of orchard production. 83% of this is in the Bay of Plenty.
• Produced 144 million trays in 2018 (65 million gold kiwifruit; 79 million green kiwifruit).
• Contributed more than $1 billion into the Bay of Plenty economy in 2017/18.
10.1 Future Plans / Growth Projections
The industry is planning for significant growth including:
• Forecasts which indicate that by 2030, the industry could triple gross domestic product (GDP) contribution to over $6 billion and employ an additional 30,000 people.
• Contribution to gross domestic product (GDP) for Bay of Plenty will increase 135% by 2030 (from $867 million in 2016/17 to $2.04 billion39).
• Growth is predominantly within existing growers expanding rather than new growers coming in.
• Growth will occur predominantly in the eastern side of the western Bay of Plenty and in the Eastern Bay of Plenty.
• The industry is projecting to produce 216 million trays in 2023/24 (144 million were produced in 2018).
10.2 Rail Use
Currently all kiwifruit product in the Bay of Plenty is transported internally by road.
With the projected growth over the next 10 – 15 years in the industry, it is going to be important for industry and transport decision makers to work closely together to ensure safe and efficient transport options are available and in use to cater for increased growth and transport demand.
39 https://www.zespri.com/companyinformation/newsroom/kiwifruit-gdp-increase 35 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 167 of 226– DRAFT Report May 2019
11.0 Supporting Studies and Reports
A number of relevant studies and reports were researched for the Phase 1 Investigation Report.
Summary examples are outlined below.
11.1 Bay of Plenty Rail Strategy 2007
The purpose of the Strategy was to advance a vision for rail in the region including outlining opportunities for rail, both in the short and longer term.
Part of the longer-term vision was to explore the use of rail for passenger transport, particularly in order to connect key settlements within the region.
Inter-regional rail connections between other key places (e.g. Hamilton, Auckland and Wellington) were also part of this vision.
The Regional Transport Committee (RTC) made a decision to withdraw the Bay of Plenty Rail Strategy as a standalone strategy following development of the Bay of Plenty Regional Land Transport Strategy in 2011.
11.2 Public Transport Viability Western Bay of Plenty, SmartGrowth (Booz Allen, 2002)
The purpose of the Report was to investigate the potential public transport demand for the Tauranga-WBoP sub-region including the likely demand for a best-case public transport scenario.
Key findings included:
• International experience has shown that relatively high passenger demand is required for a rail service to be 'viable' in economic or financial terms. A light rail service, for example, requires loadings of 5,000-10,000 passengers per hour in the peak direction to be viable.
• The standard view is that buses (on-street) are most economic up to something between 2000 and 5000 passengers/hour (peak direction) in a given corridor. Light rail requires much higher passenger loadings to be viable and would not be considered where low volumes were expected. When considering metro or suburban rail services, passenger loadings in the range of 15,000 - 20,000 passengers/hour are required.
• Evidence showed that no Australasian cities under 400,000 population have a rail service.
• The Tauranga / western BoP sub-region is not likely to have the patronage densities or demand to be able to sustain a rail service.
11.3 Western Bay of Plenty Public Transport Blueprint – Programme Business Case (Beca, February 2017)
The purpose of the Report was to guide investment in public transport services and capital improvement in the Tauranga City and Western Bay of Plenty (Western Bay) sub-region over a ten year period.
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Key findings included:
• The region is experiencing rapid population growth which is leading to increased demand for travel that is in turn impacting on the level of service achieved on the road network. Travel time reliability is decreasing as congestion worsens (travel times and congestion levels are increasing).
• The current mode share of bus to car travel is approximately 5% in peak periods and less outside of peak times. In most cases bus journey times are considerably longer than travel by car and in many locations all day parking charges are less than the cost of a two way bus fare.
• Changes are necessary in order to make bus travel a more acceptable alternative to private car use and by doing so increase the mode share of bus travel, which will in turn assist in reducing congestion and improve the efficiency of the local transport network.
Non bus public transport options, e.g. ferries and rail were not considered as part of the programme business case. Reasons noted were due to the bus based public transport being considered to have significant potential for growth without the need to invest in other public transport modes with higher operating and capital costs.
11.4 Hamilton to Auckland Start-Up Passenger Rail Service 201840
The NZ Transport Agency approved a business case to trial the start-up of passenger rail services from Hamilton to Auckland in December 2018. The business case was developed collaboratively by Waikato Regional Council, Hamilton City Council, Auckland Council, Waikato District Council, Auckland Transport, the NZ Transport Agency and KiwiRail. The start-up service consists of a five year trial commencing in March 2020. The NZ Transport Agency is currently working with the relevant local councils and KiwiRail to develop a pre-implementation plan.
Services41
The startup service would run between Frankton in Hamilton and Papakura in south Auckland. From there passengers would transfer onto other transport services at an additional cost. The service would commence as a weekday peak hour service with two services for each peak direction, and a single Saturday return service. The service is planned to start with a four-carriage train which can carry 150 passengers each way and is estimated to take 88 minutes travel time, one way Initial stops will include Frankton, The Base at Rotokauri, Huntly and Papakura.
40 https://www.nzherald.co.nz/nz/news/article.cfm?c_id=1&objectid=12179111 41 Hamilton to Auckland Single Stage Business Case, November 2018 37 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 169 of 226– DRAFT Report May 2019
Patronage42
Total projected passenger demand is estimated to be:
Year Weekday one way patronage Total annual patronage (excludes Sunday and public holiday services) Year 1 120 20,600 (part year March - June 2020) Year 2 160 82,400
Year 3 200 103,000
Financials43
The five-year trial is costed at approximately $78.2 million with $68.4 million invested from the NZ Transport Agency and $9.8m from local authorities.
Capital cost of the start-up service is estimated at $49.5 million, including 52% for locomotive and rolling stock-related and 48% station-related infrastructure.
Annual operating costs are estimated at $7.74 million once fully implemented post 2023.
Annual fare revenue is estimated at $1.56 million once fully implemented and projected to increase with patronage and future service enhancements.
The average fare paid by each patron will be $9.10 and will vary depending on the number of zones travelled. The one-way fare from Hamilton to Papakura will be $12.20 and from Huntly $7.80.
A separate ticket will need to be purchased for use of the connecting Auckland Transport metro service.
The benefit cost ratio within the business case for the NZ Transport Agency was 0.5.
Funding Assistance Rates from the National Land Transport Fund (NLTF) includes:
• 100% for rolling stock;
• 100% for track and platform work (that will become KiwiRail assets)
• 76% for other assets such as rail shelters
• Up to 75.5% for operating costs
• 51-52% for railway station lease and maintenance costs.
42 Hamilton to Auckland Single Stage Business Case, November 2018 43 Hamilton to Auckland Single Stage Business Case, November 2018 38 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 170 of 226– DRAFT Report May 2019
11.5 Auckland Rapid Transit Network Programme
Accelerating the development of Auckland’s rapid transit network is a Government priority with a key focus on unlocking housing and urban development opportunities as well as encouraging people to shift to public transport.
Rail plays a critical role in Auckland’s transport system, particularly in providing for travel to and from the CBD. Since Britomart (Auckland’s downtown station) opened in 2003, Auckland’s rail patronage has increased rapidly from 2.5 million trips per year to 13.9 million trips per year as at the end of June 2015.
There are a number of significant rapid transit network rail projects currently underway.
City Rail Link44
The City Rail Link (CRL) is currently the largest transport infrastructure project ever to be undertaken in New Zealand.
The CRL is a 3.45km twin-tunnel underground rail link up to 42 metres below the city centre transforming the downtown Britomart Transport Centre into a two-way through-station that better connects the Auckland rail network
The CRL will extend the existing rail line underground through Britomart, to Albert, Vincent and Pitt Streets, cross beneath Karangahape Road and the Central Motorway Junction to Symonds Street and then rise to join the western line at Eden Terrace at the Mount Eden Station.
New rail transport growth statistics suggest that by 2035, CRL stations will need to cope with 54,000 passengers an hour at peak travel times.
The CRL is jointly funded by the Government and Auckland Council with a total project cost estimated at approximately $3.4b. It is expected to be fully operational by 2024.
City Centre to Māngere Light Rail Project45
In April, the government announced plans for a rapid transport network in Auckland to meet the city’s transport needs and rapidly growing population. The City Centre to Māngere light rail is planned as part of the wider rapid transit network.
The project will combine transport and urban planning to provide housing and urban development along the future light rail corridor so that communities have better access to jobs, education and recreation.
The NZ Transport Agency is leading the procurement for the project supported by its partners Auckland Council, Auckland Transport and HLC. The project is currently in the early investigation phase.
City Centre to North West Light Rail Project46
In April 2018, the updated Auckland Transport Alignment Project (ATAP) identified a rapid transit corridor for the City Centre to Northwest light rail line.
44 https://www.cityraillink.co.nz/what-is-crl/ 45 https://www.nzta.govt.nz/projects/city-centre-to-mangere-light-rail/ 46 https://www.nzta.govt.nz/roads-and-rail/rapid-transit/auckland-light-rail 39 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 171 of 226– DRAFT Report May 2019
The City Centre to Northwest light rail is planned as part of the wider rapid transit network alongside the City Centre to Mangere line. It will provide a critical connection for the Northwest communities.
Investigations are at a very early stage. The NZ Transport Agency is currently developing the project business case.
11.6 Greater Christchurch Northern Rail Rapid Assessment (Aurecon, July 2014)47
The purpose of the Study was to provide a rapid assessment of the feasibility and indicative costs of providing a passenger rail service between Christchurch and Rangiora as a short term option to help ease the immediate peak congestion issues on the northern corridor.
Key findings included:
• It was technically feasible to implement a short term passenger rail service on the Main North Rail line between Rangiora and Christchurch using the existing track and signals.
• The service was constrained by issues such as track availability, rolling stock availability, and station conditions. The need to support the service with bus feeder services to increase coverage would undermine some of the user benefits by adding to the total journey times for some passengers.
• None of the issues were noted as insurmountable but that careful analysis was required with regard to the costs and benefits of investing in a short-term service.
The decision makers, at the time of the final report, chose not to proceed with the service as the linear rail network was not well aligned to customer travel patterns, with only 10% of journeys to work being directly to the city centre.
11.7 Economic Linkages between New Zealand Cities: Final Report (Richard Paling, Kel Sanderson and John Williamson, May 2011)
The purpose of the report was to investigate the economic linkages between Auckland, Hamilton and Tauranga city-regions with the purpose of the research project to test for the emergence of a ‘city system’ between the three cities.
Key findings included:
• From a labour market perspective, Auckland, Hamilton and Tauranga possessed relatively insular economies, with a very low level of commuting between the three cities.
• For both commuting and business travel, the low flows are at least in part a reflection of the considerable travel times and distances between the three cities.
• From a freight perspective, important linkages existed between the three regions, with high freight flows between Auckland and Waikato and between Waikato and Bay of Plenty. For many of these commodities access to a port, either in Auckland or Tauranga is very important and hence good freight connections support primary economic activity in rural areas.
47 http://static.stuff.co.nz/files/RapidAssessmentReport.pdf 40 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 172 of 226– DRAFT Report May 2019
11.8 Upper North Island Freight Story 201348
The Upper North Island Strategic Alliance (UNISA)49, in partnership with Auckland Transport, the NZ Transport Agency and KiwiRail developed the Upper North Island Freight Story in 2013. The Story took a collective partnership approach within an upper North Island ‘freight lens’ to determine issues or areas that were limiting decision makers ability to ‘reduce the cost to do business in New Zealand’. The partner organisations together with industry and freight operators identified the key critical issues and opportunities to help deliver freight efficiencies and created a shared evidence base to enable improved decision making. One of the critical issues identified was Strategic Road and Rail Network Constraints. An evidence base was developed that identified the key constraints on the upper North Island strategic freight road and rail network limiting economic performance. Rail constraints identified that impacted on the Bay of Plenty rail system included: • Auckland North – South Rail Corridor: Auckland Eastern Line to Port (significant growth in public transport (PT) trains timetable will limit freight capacity including link to Ports of Auckland.) • Inter-regional Rail Corridors: East Coast Main Trunk (ECMT) west of Tauranga - ECMT is single track, however completed crossing loops doubled route capacity to 4 trains/hour (up to 900m long).
• Inter-regional Rail Corridors: NIMT (north of Hamilton) - Te Kauwhata to Amokura single track. • Tauranga Central Rail Corridor: Tauranga CBD / Port Strategic rail links through Tauranga urban area (strand level crossings) and Port rail capacity limited - amenity conflicts and reverse sensitivity as train movements increase and CBD development continues. Relevant key constraints within the Auckland rail network, identified through the Freight Story, were included in the Auckland Transport Alignment Project (ATAP).
11.9 Light Rail in Australia
A number of Australian cities already operate or are embarking on light rail development and services (including trams).
These include:
• Sydney (2018 population of 5,230,000)
• Melbourne (2018 population of 4,936,000)
48 https://www.unisa.nz/project/freight-story/ 49 UNISA partners: Tauranga City Council, Bay of Plenty Regional Council, Hamilton City Council, Waikato Regional Council, Auckland Council, Whangarei District Council, Northland Regional Council 41 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 173 of 226– DRAFT Report May 2019
• Adelaide (2018 population of 1,348,000)
• Gold Coast (2018 population of 679,000)
• Canberra (2018 population of 457,500)
An Australia Light Rail Report50 outlined that their aim is to create a completely integrated transport system, where the light rail component plans to accommodate for an average passenger capacity of 10,000 – 28,000 people/per hour, with heavy rail accommodating for an average passenger capacity of 18,000 - 54,000 people per/hour.
11.10 Banff National Park and Calgary Mass Transit Study 2018, Canada
The purpose of the Study was to examine mass transit options as a way to reduce vehicle congestion along the Bow Valley corridor and in the Banff national park. Key findings included:
• In 2018, average daily vehicle volume on the Trans-Canada Highway between Calgary and Banff was more than 22,000 vehicles per day, with summer peak daily volumes above 45,000 vehicles per day • Bus services between Calgary and Lake Louise would have capital costs ranging from $8.1 million to $19.6 million and operating costs of $4.5 million to $5.8 million annually. Patronage was expected to be between 200,000 and 490,000 passengers a year, reducing the annual operating subsidy to about $2 million per year. • Passenger train services would have a capital cost between $660 million to $680 million and an operating cost of $13.4 million to $14.3 million each year. Patronage was expected to be between 200,000 and 620,000 passengers annually, reducing the annual operating subsidy to about $8.1 million to $9.1 million per year. • Overall costs would be too much for the municipalities, and any form of mass transit service in the region would require involvement from other orders of government.
50 https://greens.org.au/sites/greens.org.au/files/Australia%20Light%20Rail%20Report.pdf
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11.11 New Zealand Transport Agency Business Case Approach
11.11.1 Point of Entry
The following Point of Entry was submitted and approved by the NZ Transport Agency in April 2019.
Context
Initiative name Bay of Plenty Passenger and Freight Rail - Phase 1 Investigation
Author Janeane Joyce, Channeled Planning and Contracting Garry Maloney - Transport Policy Manager; Bron Healey – Senior Transport Problem owner Planner Lead organisation or Bay of Plenty Regional Council business group File reference Date of request 1st March 2019
Setting out the problem or opportunity
Problem or opportunity Rail is critical to the Bay of Plenty region. description The Bay of Plenty section of the East Coast Main Trunk line (ECMT) carries over a third of New Zealand’s rail traffic and is the most densely utilised sector of the national network. The Bay of Plenty is also home to the Port of Tauranga, New Zealand’s largest export port, which handles 30% of the country’s imports and exports. The Port is a key connection between the upper North Island and international markets. With the ever increasing population of the western Bay of Plenty subregion and the significant economic growth opportunities across the region, it is important that decision makers have up to date information and data to support planning and investment for the transport system. This includes clear direction of the role of rail within this system. The government through the updated GPS has signalled its intention to increase the use of rail to enable efficient passenger and freight use. A second stage GPS (possibly to be released in 2019), is likely to include a further focus on potential rail and rapid transit investment opportunities. Tauranga is defined as a ‘high growth urban area’ under the National Policy Statement on Urban Development Capacity (NPS-UDC) and, given its rapid growth, there is potential to explore rail and/or light rail as future public transport options if they are likely to provide benefits over and above alternatives such as bus rapid transit. In response to government signals and stakeholder engagement, the recently reviewed Regional Land Transport Plan (RLTP) 2018 includes a commitment to undertake a Bay of Plenty Rail Study to assess the feasibility of the rail network to provide for: increased movement of freight by rail, inter-regional passenger rail between the Bay of Plenty and Auckland, and the potential of commuter rail in the region. Noting that this follows a previous Bay of Plenty Rail Strategy that was prepared in 2007. This study will inform a subsequent review of the RLTP and the potential for accessing future national investment in the region’s rail system. This initial investigation will also set the scene for an associated action to further explore the potential of rapid transit51 in the western Bay of Plenty sub region.
51 The definition of what constitutes Rapid Transit is not entirely precise. However, most administrations describe it as a public transport service that combines high service levels with a mostly, or totally, prioritised running way for fast and 43 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 175 of 226– DRAFT Report May 2019
Ensuring alignment with strategy
The investigation into ‘Bay of Plenty Passenger and Freight Rail’ will be undertaken in two phases. • Phase 1 will focus on improving the current understanding and updating evidence to support future planning and investment decision making. • Phase 2 will look at what this could mean for a rapid transit system for Tauranga.
Government Policy Statement on Land Transport (GPS)52 - The GPS 2018 includes a new rapid transit activity class which anticipates investing about $4 billion over 10 years in busway and light rail infrastructure capable of moving large numbers of people. • This investigation will help inform the Bay of Plenty in terms of future strategic planning and investment for rapid transit options primarily for the Tauranga urban area as well as wider passenger and freight rail opportunities for the region. • This also links to the Rapid Transit Activity Class within the National Land Transport Programme 2018-21 and future Programmes. Upper North Island Supply Chain Strategy53- The Government is undertaking a review of the upper North Island logistics and freight supply chain to ensure it is fit for purpose in the long term. Future of Rail Programme - The Review is taking a strategic view of New Zealand’s rail network, within the wider transport system, including possible future planning and investments.
Describe how the • This investigation will help inform the Bay of Plenty’s critical input and investment aligns with participation in the Supply Chain Strategy and Future of Rail Review strategy development. • The region is currently engaging in the UNI Supply Chain Strategy terms of reference. Regional Land Transport Plan - A range of stakeholders submitted on the draft RLTP, during development, supporting greater investment in rail and proposed work to investigate wider use of the rail network. A substantial number of submitters supported commuter rail for greater Tauranga/Western Bay of Plenty, while a number also supported inter-regional passenger rail, along with better use of the rail network for freight. Regional Public Transport Plan - the Plan outlines intra-regional rapid transit or rail, noting that the current public transport network does not provide for rapid transit or passenger rail services, however, the opportunity exists to commence long term planning and investment that will allow this in the future. • This investigation will help inform the Bay of Plenty’s future strategic planning and investment in rail (passenger and freight) to meet regional needs and economic and social aspirations. • This will support the development of future RLTPs and RPTPs. SmartGrowth: Urban Form Transport Initiative - to develop a strategic approach for the development of WBOP’s urban form and transport system which provides short (0 to 10 years), medium (10 to 30 years) and long term (30+ years) recommendations to help guide the Parties’ statutory decision making processes. • This investigation will help inform the UFTI partners on future options for planning and investment in rail (passenger and freight) required to meet regional needs and economic and social aspirations.
reliable performance (MR Cagney, 2018). Rapid transit can include rail, light rail or bus-based systems, or a combination of different modes. 52 https://www.transport.govt.nz/multi-modal/keystrategiesandplans/gpsonlandtransportfunding/ 53 https://www.transport.govt.nz/multi-modal/keystrategiesandplans/upper-north-island-supply-chain-strategy/ 44 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 176 of 226– DRAFT Report May 2019
Previous work
Summarise previous work • A Bay of Plenty Rail Strategy was previously prepared in 2007 in response to changes in the operating framework for rail. This Strategy focused on opportunities for rail in the region, both in the short and longer term. It also looked at the use of passenger rail transport in the longer-term. • The Upper North Island Freight Story 201554 took a collective partnership approach within an upper North Island ‘freight lens’ to determine issues or areas that were limiting decision makers ability to ‘reduce the cost to do business in New Zealand’. One of the critical issues identified was Strategic Road and Rail Network Constraints. An evidence base was developed that identified the key constraints on the upper North Island strategic freight road and rail network limiting economic performance. • The Bay of Plenty Regional Land Transport Plan 201855 (RLTP) makes provision for a Bay of Plenty Rail Study to explore the potential for increased use of the rail network for passengers and freight in the region.
Planning the next stage
Recommended next stage Strategic Case – the Phase 1 Final Report is intended to be the strategic case for this ongoing work. Recommended next stage Phase 1 Investigation will be completed by end June 2019 and will involve local government authorities in the Bay of Plenty region; KiwiRail; NZ Transport Agency; primary freight rail interest groups; primary passenger rail interest groups and SmartGrowth western Bay of Plenty, initially through the Urban Form and Transport Initiative (UFTI) workstream.
Budget requirements The Bay of Plenty Regional Land Transport Plan 2018 (RLTP) includes a total amount of $50,000 in 2018/19 to undertake an “investigation into the feasibility of increasing the use of rail for passengers and freight”. This Point of Entry is only for Phase 1 of that work.
Decision/next steps (to be completed by delegation holder)
Decision Endorsed / Not endorsed (circle as applicable) Name: Role: Date: Conditions and/or Set out any conditions or agreements that the decision is contingent upon agreements required Notifications Have you notified the PoE author of your decision and explained your ☐ reasoning or any conditions? (Check box) Have you notified Investment and Finance in the event funding is required? ☐
54 https://www.unisa.nz/project/freight-story/ 55 https://cdn.boprc.govt.nz/media/760427/bay-of-plenty-regional-land-transport-plan-2018-web.pdf 45 | P a g e Bay of Plenty Passenger and Freight Rail Phase 1Page Investigation 177 of 226– DRAFT Report May 2019
12.0 Supporting References
12.1 Strategy, Policy and Planning Settings
STRATEGY, POLICY OR PLAN SUMMARY AND LINKS
NATIONAL LEVEL
The Government Policy Statement on Land Transport (GPS) sets out the government’s priorities for expenditure from the National Land Transport Fund over the next 10 years. It sets out how funding is allocated between activities such as road safety policing, state highways, local roads and public transport. The 2018 review of the GPS has seen an increased focus on rapid transit systems and rail in New Zealand including a new Rapid Transit Activity Class. This includes an increased focus in investment to support existing and new interregional commuter rail services as well as the increased use of rail to move freight. The GPS also supports accelerating the development of rapid transit where it is key to support development in Government Policy Statement on major metropolitan areas. Land Transport (GPS) The GPS 2018 includes a new rapid transit activity class which anticipates investing about $4 billion over 10 years in busway and light rail infrastructure capable of moving large numbers of people. Forecast investment is about $468 million during the 2018-21 period. The Government has signalled a possible second stage review of GPS 2018. This will be limited to areas that require immediate actions including investment in rail, supported by the Future of Rail Study. In the meantime, the Ministry of Transport is also working on the next GPS 2021 with the intent to release at least 12 months prior to it taking effect. Link: https://www.transport.govt.nz/multi-modal/keystrategiesandplans/gpsonlandtransportfunding/
The Provincial Growth Fund (PGF) was established by the government in 2017 and includes a commitment to Provincial Growth Fund (PGF) invest $1 billion per annum over three years in regional economic development. The Bay of Plenty was identified as one of the regions for early investment.
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STRATEGY, POLICY OR PLAN SUMMARY AND LINKS A number of PGF initiatives are either underway or planned for the Bay of Plenty region., including $250,000 to undertake a study looking at options for creating an inland hub to connect exports from Murupara and Kawerau to rail. Link: https://www.growregions.govt.nz/about-us/the-provincial-growth-fund/
The Future of Rail Study is being led by the Ministry of Transport, with support from the Treasury, the NZ Transport Agency and KiwiRail. The Review is taking a strategic view of New Zealand’s rail network, within the wider transport system, including possible future planning and investments. Future of Rail Study The government is currently engaged and reviewing work to date. Decisions and subsequent public release are likely in the first half of 2019. Link: currently not publicly available.
KiwiRail has been implementing an improvement programme, since being brought back into public ownership four years ago. This programme works to standardise assets, simplify the business and invest in their people to deliver improved productivity and lay the groundwork for an exciting future of growth. KiwiRail is currently developing a 10-year growth strategy, focused on gathering insights from current and KiwiRail potential customers into how disruption is changing their industries.
The Plan will focus on finding sustainable solutions to customers’ needs, diversifying and growing market share, opening up new partnering opportunities and planning a network for the future. Link: https://www.kiwirail.co.nz/
The Government is undertaking a review of the upper North Island logistics and freight supply chain to ensure it is fit for purpose in the long term. Upper North Island Supply Chain The review will: Strategy • guide the development and delivery of a freight and logistics strategy for the Upper North Island including a feasibility study to explore moving the location of the Ports of Auckland, with serious consideration to be given to Northport.
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STRATEGY, POLICY OR PLAN SUMMARY AND LINKS
• The work will also include priorities for investment in rail, roads and other supporting infrastructure, with the goal of creating a robust supply chain that delivers to New Zealand’s interest over the next 30 years. The review is being led by an independent panel reporting to the government, supported by the Ministry of Transport, NZ Transport Agency and Ministry of Business Innovation and Employment. The Bay of Plenty Regional Council are currently developing their submission, and supporting subsequent partner submissions, on the early proposal. Link: https://www.transport.govt.nz/multi-modal/keystrategiesandplans/upper-north-island-supply-chain- strategy/ Interim report An Interim Report was released by the Associate Minister of Transport on 27th April 2019. The Report outlines the proposed approach to deliver an Upper North Island Supply Chain Strategy and reports on the findings of the initial investigations, stakeholder engagement and the key themes that have emerged to date. It also outlines the plan to complete the review, explore scenarios and present a strategy. Two further reports are planned on the Review including a June 2019 Report that will report on the evaluation of different options, and a September 2019 Report that will set out final recommendations. Link: https://www.transport.govt.nz/assets/Import/Uploads/Research/Documents/Cabinet- Papers/8934e52ae5/UNISCS-Interim-progress-report-on-the-Upper-North-Island-Supply-Chain-Strategy_Final.pdf
The National Land Transport Programme (NLTP) is a three-year programme that sets out how the NZ Transport Agency, working with its partners, invests national land transport funding to create a safer, more accessible, better connected and more resilient transport system to keep New Zealand moving. The GPS 2018 includes a new rapid transit activity class to support further investment in busway and light rail National Land Transport infrastructure capable of moving large numbers of people. This new activity class has been introduced to enable Programme (NLTP) 2018 - 2021 ‘below track’ infrastructure improvements while the Future of Rail Review is undertaken by the Government. Rapid transit is also a significant component of the Government’s stated direction for modal shift to public transport, which will have benefits for all users of the transport system. Link: https://www.nzta.govt.nz/planning-and-investment/national-land-transport-programme/2018-21-nltp/
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STRATEGY, POLICY OR PLAN SUMMARY AND LINKS
INTER-REGIONAL AND REGIONAL LEVEL
The Bay of Plenty Regional Land Transport Plan (RLTP) was adopted in June 2018. The Plan combines thinking from the regions’ Councils into a single strategic document for land transport investment. A range of stakeholders submitted on the draft RLTP, during development, supporting greater investment in rail and proposed work to investigate wider use of the rail network. A substantial number of submitters supported commuter rail for greater Tauranga/Western Bay of Plenty, while a number also supported inter-regional passenger rail, along with better use of the rail network for freight. Regional Land Transport Plan In response, the RLTP commits to undertaking a rail study in 2018/19 to assess the feasibility of the rail network 2018 to provide for:
c) increased movement of freight by rail; and d) inter-regional passenger rail between the Bay of Plenty and Auckland. An associated action which potentially overlaps with the rail study is to further explore the potential for rapid transit in the western Bay of Plenty sub region. This could also include consideration of heavy or light rail options. Link: https://cdn.boprc.govt.nz/media/760427/bay-of-plenty-regional-land-transport-plan-2018-web.pdf
The Regional Public Transport Plan (the Plan) provides guidance and policies that direct the investment in public transport across the Bay of Plenty region. The Plan outlines intra-regional rapid transit or rail, noting that the current public transport network does not provide for rapid transit or passenger rail services, however, the opportunity exists to commence long term Regional Public Transport Plan planning and investment that will allow this in the future. 2018 It also outlines investment required to deliver on this would be significant and is unlikely to be supported by a standard economic evaluation, requiring a more holistic look at the connection between land use development and transit investment. Any investment in this area will require a significant contribution and guidance from central government.
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STRATEGY, POLICY OR PLAN SUMMARY AND LINKS Link: https://cdn.boprc.govt.nz/media/786839/regional-public-transport-plan-december-2018.pdf
The Bay of Plenty Rail Strategy was developed to advance a vision for rail in the region. The Strategy outlined opportunities for rail, both in the short and longer term. Part of the longer-term vision was to explore the use of rail for passenger transport, particularly in order to connect key settlements within the region. Bay of Plenty Rail Strategy 2007 (and supporting documents) Inter-regional rail connections between other key places (e.g. Hamilton, Auckland and Wellington) were also part of this vision. The Regional Transport Committee made a decision to withdraw the Bay of Plenty Rail Strategy as a standalone strategy following development of the Bay of Plenty Regional Land Transport Strategy in 2011. Link: available from the Bay of Plenty Regional Council
The Upper North Island Strategic Alliance (UNISA), in partnership with Auckland Transport, the NZ Transport Agency and KiwiRail developed the Upper North Island Freight Story in 2013. The Story took a collective partnership approach within an upper North Island ‘freight lens’ to determine issues or areas that were limiting decision makers ability to ‘reduce the cost to do business in New Zealand’. The partner organisations together with industry and freight operators identified the key critical issues and opportunities to help deliver freight efficiencies and created a shared evidence base to enable improved decision making. Upper North Island Freight Story One of the critical issues identified was Strategic Road and Rail Network Constraints. An evidence base was developed that identified the key constraints on the upper North Island strategic freight road and rail network limiting economic performance. Rail constraints identified that impacted on the Bay of Plenty rail system included:
• Auckland North – South Rail Corridor: Auckland Ester Line to Port (Significant growth in Public Transport (PT) trains timetable will limit freight capacity including link to Ports of Auckland.)
• Inter-regional Rail Corridors: East Coast Main Trunk (ECMT) West of Tauranga - ECMT is single track, however completed crossing loops doubled route capacity to 4 trains/hour (up to 900m long).
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STRATEGY, POLICY OR PLAN SUMMARY AND LINKS
• Inter-regional Rail Corridors: NIMT (north of Hamilton) - Te Kauwhata to Amokura single track.
• Tauranga Central Rail Corridor: Tauranga CBD / Port Strategic rail links through Tauranga urban area (Strand level crossings) and Port rail capacity limited - Amenity conflicts and reverse sensitivity as train movements increase and CBD development continues. Link: https://www.unisa.nz/project/freight-story/
The NZ Transport Agency approved a business case to trial the start-up of passenger rail services from Hamilton to Auckland in December 2018. The five-year trial is costed at approximately $78.2 million with $68.4m invested from the NZ Transport Agency and $9.8m from local authorities. The trial will test and identify benefits delivered through investment in public transport to “help manage growth and shape New Zealand's towns and cities”. Hamilton to Auckland Inter- Regional Passenger Rail The service is planned to stop at Frankton and The Base in Rotokauri, then onto Huntly and stopping in Papakura in Auckland, where passengers could change on to the Auckland network. Future stops could include Te Kauwhatu, Pokeno and Tuakau. The service would start with a four carriage train which can carry 150 passengers each way. The NZ Transport Agency is working with local Councils and KiwiRail to develop a pre-implementation plan. Link: https://www.nzherald.co.nz/nz/news/article.cfm?c_id=1&objectid=12179111
The Ruakura Inland Port, when complete, will stretch the length of Hamilton, from the start of Gordonton Road to Silverdale. It will eventually cover an area larger than Auckland's CBD. Ruakura is a key hub along the East Coast Main Trunk (ECMT) railway line which connects directly to the Ports of Ruakura Inland Port and Logistics Hub (Waikato) Auckland and Tauranga. This stretch of rail carries more freight than any other line in the North Island. Construction has started for the first 6 hectares of stage one of the Inland Port, with an opening date 2019. The first stage of the Inland Port with the full 900m long siding is anticipated to be in place by 2021. Link: https://www.ruakura.co.nz/
Auckland Plan 2050 The Auckland Plan 2050 was adopted by Auckland Council in June 2018.
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STRATEGY, POLICY OR PLAN SUMMARY AND LINKS The Plan supports the need to investigate options for passenger rail services between Auckland, Hamilton and Tauranga looking at benefits of reducing travel times between Auckland and Hamilton to just over an hour and reduce times between Tauranga and Auckland to around two hours. It notes that for rail to be successful, it will require a substantial programme of investment that includes:
• new, faster trains
• completion of the City Rail Link to enable use of Britomart Station by regional trains
• track upgrades within Auckland (including a third or fourth main line on busy sections of track) to separate fast inter-regional trains from commuter trains
• rail electrification to (and potentially beyond) Pukekohe
• track and station upgrades outside Auckland. Link: https://www.aucklandcouncil.govt.nz/plans-projects-policies-reports-bylaws/our-plans- strategies/auckland-plan/transport-access/Pages/passenger-rail-transport-auckland-hamilton-tauranga.aspx
Auckland Transport Alignment Project (ATAP) was established in 2015 in response to concerns over Auckland’s long-term transport investment plans. The Project aligns the priorities of central government and Auckland Council towards a long-term strategic approach for the development of Auckland transport system. Auckland Transport Alignment The Project looks at Auckland’s transport system over a 30-year period including an indicative package outlining Project (ATAP) 2018 the type and quantum of investment likely to be required to deliver this strategic approach. ATAP was reviewed and updated in 2018. Rail, passenger and freight, is an integral part of the Auckland Rapid Transit Network. Link: https://transport.govt.nz/assets/Uploads/Land/Documents/7bbf7cd0db/ATAP2018.pdf
Auckland Rapid Transit Network Accelerating the development of Auckland’s rapid transit network is a Government priority with a key focus on Programme unlocking housing and urban development opportunities as well as encouraging people to shift to public transport.
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STRATEGY, POLICY OR PLAN SUMMARY AND LINKS Rail plays a critical role in Auckland’s transport system, particularly in providing for travel to and from the CBD. Since Britomart (Auckland’s downtown station) opened in 2003, Auckland’s rail patronage has increased rapidly from 2.5 million trips per year to 13.9 million trips per year as at the end of June 2015. There are a number of significant rapid transit network rail projects underway. City Rail Link (CRL) The City Rail Link (CRL) is currently the largest transport infrastructure project ever to be undertaken in New Zealand. The CRL is a 3.45km twin-tunnel underground rail link up to 42 metres below the city centre transforming the downtown Britomart Transport Centre into a two-way through-station that better connects the Auckland rail network The CRL will extend the existing rail line underground through Britomart, to Albert, Vincent and Pitt Streets, cross beneath Karangahape Road and the Central Motorway Junction to Symonds Street and then rise to join the western line at Eden Terrace at the Mount Eden Station. New rail transport growth statistics suggest that by 2035, CRL stations will need to cope with 54,000 passengers an hour at peak travel times. The CRL is jointly funded by the Government and Auckland Council with a total project cost estimated at approximately $3.4b. It is expected to be fully operational by 2024. Link: https://www.cityraillink.co.nz/
City Centre to Māngere Light Rail Project (CC2M) In April, the government announced plans for a rapid transport network in Auckland to meet the city’s transport needs and rapidly growing population.
The City Centre to Māngere light rail is planned as part of the wider rapid transit network. The project will combine transport and urban planning to provide housing and urban development along the future light rail corridor so that communities have better access to jobs, education and recreation. The Transport Agency is leading the procurement for the project supported by its partners Auckland Council, Auckland Transport and HLC. The project is currently in the early investigation phase.
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STRATEGY, POLICY OR PLAN SUMMARY AND LINKS Link: https://www.nzta.govt.nz/projects/city-centre-to-mangere-light-rail City Centre to North West Light Rail Project (CC2NW) In April 2018, the updated Auckland Transport Alignment Project (ATAP) identified a rapid transit corridor for the City Centre to Northwest light rail line. The City Centre to Northwest light rail is planned as part of the wider rapid transit network alongside the City Centre to Mangere line. It will provide a critical connection for the Northwest communities. Investigations are at a very early stage. The NZ Transport Agency is currently developing the project business case. Link: https://www.nzta.govt.nz/roads-and-rail/rapid-transit/auckland-light-rail/
SUB-REGIONAL LEVEL
The SmartGrowth Strategy (2013) provides a comprehensive long-term approach for addressing growth pressures and providing strategic direction for the western Bay of Plenty sub-region. The Strategy aims to deliver a balanced approach to growth management; future land use; commercial and SmartGrowth Strategy industrial land supply and sensible settlement planning.
This spatial planning approach looks wider at land-use planning and growth management, taking into account impacts on economy, environmental, social and cultural wellbeing of communities. Link: http://www.smartgrowthbop.org.nz/
The Rotorua Spatial Plan was adopted in August 2018. This Plan helps to plan how the city and district will grow, develop and change over a time horizon of 30+ years to deliver on Rotorua’s 2030 vision and goals. Rotorua Spatial Plan The aim of the spatial plan is to: • Provide one picture of where the district is heading and highlight significant and key areas for growth and change.
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STRATEGY, POLICY OR PLAN SUMMARY AND LINKS
• Provide a guide for investment decisions at a local, regional and central government level.
• Identify the key issues facing the district and the priorities that need to be advanced to address these. Link: https://www.rotorualakescouncil.nz/our-council/council-publications/spatial-plan/Pages/default.aspx
Beyond Today is the spatial plan (or ‘development plan’) for the Eastern Bay of Plenty.
Eastern Bay – Beyond Today The Plan’s aim is to provide a clear vision for the Eastern Bay for where we want to be in the next 30-50 Spatial Plan years and takes a strategic view to our challenges and responding to future changes. It sets the scene for the future of the economy, people and culture, environment, and infrastructure. Link: https://cdn.boprc.govt.nz/media/570986/eastern-bay-beyond-today-final-pdf.pdf
In 2018, the Eastern Bay of Plenty Councils, in partnership with Bay of Plenty Regional Council, Western Bay of Plenty District Council and TOI EDA undertook a sub-regional development project to support planning and investment in the Eastern Bay, including the provision of the Provincial Growth Fund.
Eastern Bay of Plenty Regional The aim of the project was to provide Ministers and officials with an evidence based overview of the development Development Project 2018 opportunists and constraints facing the Eastern Bay. Rail plays a significant role in the economic productivity of the sub-region which is recognised within this project and other regional planning such as the Eastern Bay of Plenty Spatial Plan ‘Beyond Today’. Key areas signalled for rail investment and increased use in the sub-region are in Kawerau and Murapara. Link: currently not publicly available.
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Report To: Regional Transport Committee
Meeting Date: 24 May 2019
Report From: Garry Maloney, Transport Policy Manager
Review of Regional Land Transport Plan Measures and Targets
Executive Summary
The Bay of Plenty Regional Land Transport Plan 2018 (RLTP) includes a commitment to undertake a comprehensive review of targets for key performance indicators in the plan. This report initiates the review by outlining the legislative and national policy context, the current approach in RLTP 2018, and reviewing other regional approaches to monitoring, measures and targets in RLTPs.
The report notes that there are several legislative and national policy development processes underway with significant implications for measures and targets in RLTPs. However, there is still uncertainty around the outcomes of these processes. It also notes that a range of factors will need to be considered in the development of future options, including legislative alignment, cost/resourcing requirements and the level of risk.
The findings of this initial review, along with input received from the Regional Advisory Group, will inform the development of high level options for future consideration by the Committee.
Recommendations
That the Regional Transport Committee:
1 Receives the report, Review of Regional Land Transport Plan Measures and Targets;
2 Notes that there several legislative and national policy development processes underway with significant implications for measures and targets in Regional Land Transport Plans;
3 Notes that staff and the Regional Advisory Group will continue to develop high level options for measures and targets for future consideration by the Committee.
1 Purpose
The purpose of the report is to initiate a review of measures and targets in the RLTP.
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2 Background
The Regional Transport Committee (RTC), with the assistance of the Regional Advisory Group (RAG), has committed to undertaking a comprehensive review of targets for key performance indicators (KPIs) in the plan1.
The focus of this initial report is to establish the legislative and national policy context for the review and outline the approaches that other regions have taken to measures and targets in their RLTPs. The final outcomes of the review process will inform the approach taken in the RLTP 2021. 3 Legislative context
The Land Transport Management Act 2003 (LTMA) is the legislation that governs the development, form and content of RLTPs. The two sections most relevant to measures and targets in RLTPS are:
Section 14 – Core requirements of regional land transport plans Section 16 – Form and content of regional land transport plans
3.1 Monitoring of regional land transport plans
There are three references in LTMA that set out the requirements relating to the measures in, and the monitoring of, RLTPs:
LTMA s16(1) - states that ‘a regional land transport plan must set out the region’s land transport objectives, policies, and measures for at least 10 financial years from the start of the regional land transport plan’; LTMA s16(3) - states that ‘for the purpose of seeking payment from the national land transport fund, a regional land transport plan must contain…[(a) – (e) activities proposed by approved organisations and the Agency in the region]…and (f) the measures that will be used to monitor the performance of the activities’; and LTMA s16(6)(e) - states that an RLTP must include ‘a description of how monitoring will be undertaken to assess implementation of the regional land transport plan’. To date, the approach in the Bay of Plenty has been to consider s16(1) and s16(6) together so that the description of how monitoring will be undertaken to assess implementation of the regional land transport plan includes reference to a set of high level measures (key performance indicators) designed to evaluate overall performance of the plan in relation to its objectives.
LTMA s16(3)(f) directly relates to the activities in the Plan proposed by approved organisations and the NZ Transport Agency. When proposing an activity for inclusion in the RLTP, each organisation must also identify as set of performance measures that will used to evaluate whether the intended benefits of the project are being realised. Given that the relevant measures will vary depending on the type of activity that is proposed, LTMA s16(3)(f) has been interpreted as relating to these measures that are included at the individual activity level.
1 Section 9.1, Bay of Plenty Regional Land Transport Plan 2018.
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The LTMA contains no reference to the setting of targets in an RLTP. However, targets are commonly used in policy development processes to describe a desired outcome and to measure the success of interventions designed to achieve that outcome. This is a means of ‘closing the loop’ in the policy cycle and informing future decision-making (Figure 1).
Figure 1: Simplified policy cycle
3.2 Policy alignment
A second key legislative requirement is alignment with other policy instruments. RLTPs sit within a policy hierarchy established in LTMA s14, which sets out the core requirements of RLTPs. Amongst other considerations, it states that an RLTP must:
be consistent with the Government Policy Statement on Land Transport (GPS);
have taken into account any national energy efficiency and conservation strategy; and
have taken into account any relevant national policy statements and regional policy statements or plans.
It follows therefore, that any targets and measures in RLTPs must also pass the same legislative tests. 4 National policy context
There are a range of national initiatives currently underway with potential implications for the future development of measures and targets in RLTPs.
4.1 New Zealand Road Safety Strategy
The Ministry of Transport is currently working on a new road safety strategy for New Zealand. The new strategy will replace the current Safer Journeys strategy and run from 2020-2030.
The new strategy will propose a Vision Zero approach to road safety that takes a position that deaths and serious injuries on New Zealand’s roads are unacceptable and preventable. The Ministry is proposing to release a draft strategy for public consultation in mid-2019. It remains to be seen whether the draft strategy will include targets (interim or otherwise) to support the proposed vision.
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4.2 Climate Change Response (Zero Carbon) Amendment Bill
On the 8 May, the Minister for Climate Change introduced the Climate Change Response (Zero Carbon) Amendment Bill to Parliament. The Bill includes a target to reduce all of New Zealand’s greenhouse gas emissions to ‘net-zero’ by 2050, except biological methane. The target for biological methane is for a 10 per cent reduction by 2030, with a provisional range of between 24 and 47 per cent further out to 2050.
The Bill also proposes establishing an independent Climate Change Commission to support the transition to a low-carbon economy. It will provide advice, guidance, and regular five-yearly ‘emissions budgets’. The Commission will review targets when advising on emissions budgets, or if the Government requests a review.
The Bill is still at the beginning of the parliamentary process, which will determine the form and content of the final legislation. However, the setting of a national greenhouse gas emissions target will have significant implications for the land transport sector once enacted. It is not yet clear how this national emissions target will be translated into requirements for RLTPs.
4.3 Energy Efficiency and Conservation Strategy
The New Zealand Energy Efficiency and Conservation Strategy 2017-2022 (NZEECS) was developed alongside the New Zealand Energy Strategy. The overarching goal in the NZEECS is that New Zealand has an energy productive and low emissions economy.
To achieve this goal, the NZEECS has three priority focus areas, one of which is: Efficient and low-emissions transport.
The key target for this focus area is: Electric vehicles make up two per cent of the vehicle fleet by the end of 2021.
The NCEECS is currently unchanged from the version that was taken into account in the development of measures and targets in RLTP 2018. However, this may change once the Climate Change Response (Zero Carbon) Amendment Bill becomes legislation.
4.4 Government Policy Statement on Land Transport
Measures in the GPS are directly relevant to RLTPs given the legislative context outlined in the preceding section. The GPS is the national policy document most applicable to an RLTP because it contains measures across a range of land transport objectives rather than being focused on a single policy objective, which may have implications for just one or a limited number of measures in an RLTP. For example, the Climate Change Response (Zero Carbon) Amendment Bill is focused on emissions targets, while the pending New Zealand Road Safety Strategy will be concerned with road safety targets. Consequently, the GPS is most likely to be the interface through which other national targets are applied to RLTPs (Figure 2).
Figure 2: Relationship between GPS and other national policy initiatives
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New Zealand Road Safety Climate Change Strategy Response (Zero Carbon) Amendment Bill
Energy Efficiency and Conservation Strategy
Government Policy Statement on Land Transport
The Ministry of Transport is currently revising the draft measures in GPS 2018 as well commencing work on the development of GPS 2021. The outcomes of this work will have significant implications for future measures in the RLTP. 5 Current approach to measures and targets in RLTP 2018
The RLTP contains a set of eight objectives derived from the three key identified benefits of addressing the region’s priority land transport problems (Figure 3).
Figure 3: RLTP benefits and objectives
Objective statements then articulate the desired transport outcomes for the region (Figure 4). Each objective is supported by one or more KPIs designed to measure progress towards achieving the objective.
Figure 4: Regional Land Transport Plan objective statements
Safety Zero deaths and serious injuries on the region’s transport system.
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Economic The transport system is integrated with well planned development, efficiency enabling the efficient and reliable movement of people and goods to, from and throughout the region. Access and Communities have access to a resilient and reliable transport resilience system that provides them with a range of travel choices to meet their social, economic, health and cultural needs. Environmental The social and environmental effects arising from use of the sustainability transport system are minimised. Land use and Long term planning ensures regional growth patterns and urban transport form reduce travel demand, support multi-modal freight efficiency, integration public transport, walking and cycling. Energy People choose the best way to travel and move goods to improve efficiency energy efficiency and reduce reliance on non-renewable resources. Public health The transport system minimises the health damaging effects of transport for all members of society. Affordability Investment in the transport system maximises use of available resources and achieves value for money.
There are a number of common or complementary themes embedded in the objective statements, for example, minimising environmental effects (environmental sustainability objective) has many similarities with reducing reliance on non-renewable resources (energy efficiency objective).
It follows then that many of the KPIs are interchangeable and could apply equally to one or even several objective statements. For example, a KPI to reduce total person kilometres travelled in the region (i.e. reduce travel demand) is applicable to most of the objectives in the RLTP, but is used as a measure for the land use and transport integration objective because this includes a statement on reducing travel demand.
The general approach is that the objective statements and KPIs when viewed as a whole, should paint a picture of the desired future direction for the region’s land transport system.
The collection of robust, replicable transport data to measure progress towards targets can be a costly exercise. Consequently, the current approach relies heavily on existing data sources, effectively making using of data collected by a range of sector organisations (local authorities, Ministry of Transport, NZ Transport Agency, KiwiRail, Statistics NZ) which all collect the data to meet various statutory and non-statutory requirements. This can be considered a ‘resource light’ approach because the only resourcing requirement is staff time to collate, interpret and present the data.
6 Other regional approaches
The following table compares the current Bay of Plenty approach with other regional approaches to monitoring, measures and targets as described in their regional land transport plans. The general conclusions that be drawn from this comparison are:
most regions have interpreted the legislation in much the same way as the Bay of Plenty and have adopted a similar approach;
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several regions include performance measures or indicators to measure progress towards objectives/outcomes, but some don’t; most regions that have performance indicators include directional targets to measure a trend (i.e. increasing or decreasing trend – often with a baseline year); the two largest regions (Auckland and Wellington) have set quantitative targets for certain indicators (e.g. public transport boardings; cycle counts past selected sites) but also include a mix of directional indicators.
Figure 5: Other regional approaches to monitoring, measures and targets
Region Monitoring approach Measures Targets Bay of Plenty Monitor: Key performance Directional targets to Delivery of RLTP activities indicators included to measure trend from a (progress reports) measure progress baseline year (mostly Financial information (expenditure towards achieving 2016) against forecast) objectives Progress towards achieving objectives (KPIs)
Auckland Monitor performance measures and Performance measures Some set targets to targets to track progress in achieving track progress in four achieve by 2027/28 outcomes GPS areas (access, (ten years) e.g. no. safety, value for money, of cycle movements environment) past selected sites. Some directional targets e.g. ‘reduced emissions per capita’. Waikato Two key mechanisms for monitoring Key performance Directional targets to the plan include: indicators have been measure trend from a tracking progress against key identified for each range of baseline years performance indicators problem statement and (e.g. 2015, 2017, 2018) monitoring progress against underpinning objective delivery mechanisms in the plan to provide a high level indication about whether the outcomes and benefits sought have been realised. Taranaki Annual monitoring report includes: No key performance No targets high level narrative on indicators implementation of objectives progress in implementing programme of activities comparison of funding (approved v requested; actual expenditure) details of variations Hawke’s Bay Annual monitoring report on: The following six criteria No targets progress of activities (expenditure, are measured: timing, scope of any changes) AADTs at key performance of the land transport locations system according to six key criteria Annual passenger
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Region Monitoring approach Measures Targets kms on bus network Travel time reliability on Hawke’s Bay Expressway (HBE) HCVs as % of AADTs on HBE) DSI crashes No. of cyclists at key locations Manawatu- Quarterly updates tracking progress of Actions/measures that Some directional targets Wanganui the planned activities in the Plan. include a mix of actions e.g. number of serious and key performance and fatal road crashes indicators. declining year on year. Wellington A half yearly summary report which Measures (KPIs) to Some set targets to comments on the status/progress enable monitoring of achieve by 2025 of significant projects and other progress towards the when compared projects of regional interest set out RLTP’s desired with baseline year in the Regional Land Transport outcomes. (2013 or 2014) e.g. Plan. increase annual PT An Annual Monitoring Report boardings per which will measure progress capita to at least 76 towards the outcomes and targets by 2025. in the RLTP. Some directional targets e.g. a continuous improvement in peak period PT travel times. Canterbury Quarterly reporting on measures Measures = key Targets to be developed designed to assess performance performance indicators over time, as against objectives/outcomes; data appropriate. updated as it becomes available. Otago/ ‘Strategic Results Framework’ to Indicators to be Baseline information to Southland include indicators in 2018/19 to allow included. be collected and targets the monitoring and assessment of for 2018/19 and beyond progress towards achieving long-term identified. results and desired outcomes.
7 Discussion
Initial ideas on the review of RLTP measures and targets were shared at the 2 May RAG meeting. There was a general consensus that any alternative measures to those currently in the RLTP must be meaningful, but simple and easy to understand. Views expressed on the setting of targets tended to support some features of the existing approach, for example:
regional targets must be high level – it could be difficult to find targets that apply across the region and account for regional variability; regional targets should involve the measurement of longer-term trends;
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target setting must include a clear understanding of what can and can’t be influenced by an RLTP. There was also a view expressed that in some areas e.g. road safety it would be better to focus on identifying high risk areas and targeting investment on these rather than having a regional deaths and serious injuries target.
The RAG discussion also covered the assessment of potential high level options including the consideration of legislative and national policy alignment, the cost and resourcing implications, and the level of risk associated with different options. The outcomes of this discussion will be carried through to an options paper for future consideration by the Committee.
8 Budget Implications
8.1 Current Year Budget
This item is within the current budget for the Transport Planning Activity in the Regional Council‘s Long Term Plan 2018-2028.
8.2 Future Budget Implications
Future budget implications for the Transport Planning Activity in the Regional Council‘s Long Term Plan 2018-2028 will be considered in the development of options for measures and targets in the RLTP.
9 Community Outcomes
This item directly contributes to the Vibrant Region Community Outcome in the Council’s Long Term Plan 2018-2028.
Bron Healey Senior Transport Planner for Transport Policy Manager
16 May 2019 Click here to enter text.
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Receives Only – No Decisions
Report To: Regional Transport Committee
Meeting Date: 24 May 2019
Report From: Garry Maloney, Transport Policy Manager
Bay of Plenty Regional Road Safety Report
Executive Summary
This report provides an update on regional road safety statistics, focusing on the 12 month period preceding the Regional Transport Committee meeting.
In the 12 months to 5 May, official Ministry of Transport statistics show there were 387 fatalities nationally, and 40 fatalities in the Bay of Plenty. Compared to 382 and 28 for the preceding 12 month period. The Bay of Plenty recorded the fourth highest number of road deaths, behind the Waikato, Auckland and Canterbury regions.
A total of 175 Police-reported death and serious injury (DSI) crashes in the Bay of Plenty region have been recorded in the Crash Analysis System for the 12 months to 5 May. Drivers and passengers accounted for 61% of all casualties in these crashes, followed by motorcyclists at 19%.
The most prevalent crash type was ‘bend – lost control/head on’ in 34% of all DSI crashes, followed by ‘straight road lost control/head on’ at 19%. The three most prevalent contributing factors were recorded as alcohol (46% of all DSI crashes), poor observation (27%) and poor handling (23%).
The spatial distribution of Police-reported DSI crashes for the previous 12 months shows that the crashes are clustered around the major urban areas and nearby corridors, with fatalities more prevalent on state highway corridors with open road speed limits.
Recommendations
That the Regional Transport Committee:
1 Receives the report, Bay of Plenty Regional Road Safety Report.
1 Purpose
The purpose of the report is to provide an update on regional road safety statistics. 2 Discussion
Page 199 of 226 Bay of Plenty Regional Road Safety Report
As of 5 May, there were 145 road deaths nationally in the 2019 year to date, with 16 fatalities in the Bay of Plenty region. This compares with 135 and 11 respectively for the same period in 2018. In the 12 months to 5 May there 387 fatalities nationally, and 40 fatalities in the Bay of Plenty. Compared to 382 and 28 for the preceding 12 month period1.
Figure 1 compares the overall number of road deaths by region for the preceding 12 months. This shows that the Bay of Plenty region had the fourth highest total of road deaths for the 12 month period, behind Waikato, Auckland and Canterbury, and at a similar level to Manawatu/Whanganui.
Figure 1: Road deaths by region for preceding 12 months to 5 May 2019
90
80
70 77
60
50 55 51 40 40 38 30 28 20 24 16 10 15 13 7 9 5 9 0
In the 12 months to 5 May, the Bay of Plenty region had a total of 175 Police-reported death and serious injury (DSI) crashes. These crashes resulted in 33 deaths and 167 serious injuries2. The following graphs break these figures down into various categories.
Figure 2 shows casualties in Bay of Plenty DSI crashes by user group. The figures show that drivers and passengers together accounted for 61% of all DSIs. However, motorcyclists in particular (19%), pedestrians (13%) and cyclists (6%) also featured in the statistics.
Figure 2: Casualty types in Bay of Plenty DSI crashes (preceding 12 months)
1 Official (provisional) record of road deaths as reported by the Ministry of Transport. 2 These are Police-reported figures as recorded in the Crash Analysis System (CAS) at the time they were retrieved. These differ from the official statistics reported by the Ministry of Transport, which also record a fatality if a person dies from a crash up to 30 days after the crash.
2 Page 200 of 226 Bay of Plenty Regional Road Safety Report
90 80
70
60 50 66 40 30 No.of casualties 29 20 38 19 10 14 10 5 2 9 6 0 2
Deaths Serious injuries
The region’s DSI crashes are categorised by crash type in Figure 3. ‘Bend – lost control/head on’ accounted for 34% of all DSI crashes in the preceding 12 months. The second largest category was ‘straight road lost control/head on’ at 19%.
Figure 3: Crash type for Bay of Plenty DSI crashes (preceding 12 months)
70 59 60
50
40 34 30 23 23 22
No.of crashes 20 11 10 3 0
Figure 4 shows that half of all DSI crashes involved more than one party, excluding those between vehicles and pedestrians. An additional 12% of crashes were multiple
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party crashes between vehicles and pedestrians. The remaining 38% were single party crashes.
Figure 4: Number of parties in Bay of Plenty DSI crashes (preceding 12 months)
Multiple party Single party (excl 38% pedestrian) 50%
[CATEGORY NAME] [PERCENTAGE]
Figure 5 shows the ten most prevalent causal factors recorded for Bay of Plenty DSI crashes in the preceding 12 months. Alcohol was recorded as a contributing factor in 46% of all DSI crashes, followed by poor observation in 27% and poor handling in 23% of the crashes.
Figure 5: Causal factors in Bay of Plenty DSI crashes (preceding 12 months)
50 46 45 40
35 30 27 25 23 21 20 18 18
% % crashes of 13 15 12 11 10 7 5 0
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The following map shows the general spatial distribution of Police-reported DSI crashes for the previous 12 months3. It shows that the crashes are clustered around the major urban areas and nearby corridors, with fatalities more prevalent on state highway corridors with open road speed limits. Appendix 1 includes zoomed-in maps for selected urban areas and corridors.
Figure 6: Location of Bay of Plenty DSI crashes (preceding 12 months)
3 Sub-regional road safety committees
The three sub-regional road safety bodies continue to meet on a regular basis. The most recent round of meetings were:
Eastern Bay Road Safety Committee – 25 February 2019 Joint Road Safety Committee (Western Bay of Plenty) – 26 February 2019 Safe and Sustainable Implementation Plan Governance (Rotorua) – 27 February 2019
The draft minutes for the Eastern Bay and Joint road safety committees can be found in Appendix 2 and 3 respectively. The Safe and Sustainable Implementation Plan Governance draft minutes are available on request (107pp). Please note that the minutes for each of the three sub-regional bodies still need to be ratified at the next meetings.
4 Budget Implications
3 Note: the Crash Analysis System is a ‘live’ database that is being continuously updated. Reports for some crashes in the previous 12 month period may not yet have been registered in the database.
5 Page 203 of 226 Bay of Plenty Regional Road Safety Report
4.1 Current Year Budget
The report does not require a decision so there are no current Regional Council budget implications.
4.2 Future Budget Implications
The report does not require a decision so there are no future Regional Council budget implications.
5 Community Outcomes
This item directly contributes to the Safe and Resilient Community Outcome in the Council’s Long Term Plan 2018-2028.
Bron Healey Senior Transport Planner for Transport Policy Manager
15 May 2019 Click here to enter text.
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APPENDIX 1
Location of death and serious injury crashes (selected corridors and networks)
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Page 206 of 226 Tauranga Urban Network
Page 207 of 226 Whakat āne-Ōpōtiki-Gisborne Corridor
Page 208 of 226 Rotorua Urban Network
Page 209 of 226 Waih ī-Tauranga Corridor
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APPENDIX 2
Minutes of Eastern Bay Road Safety Committee - 25 February 2019
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Page 212 of 226 -Minutes Eastern Bay Road Safety Committee 25 February 2019
Details of EASTERN BAY ROAD SAFETY COMMITTEE MEETING HELD IN THE Meeting: COUNCIL CHAMBERS, WHAKATANE DISTRICT COUNCIL, CIVIC CENTRE, COMMERCE STREET, WHAKATĀNE ON MONDAY, 25 FEBRUARY 2019 COMMENCING AT 1:00 PM Present: Councillor H McRoberts (Ōpōtiki District Council (Chairperson) , Councillor A R Silcock (Whakatāne District Council), M Davison (New Zealand Transport Agency), D Cox (Road Transport Association NZ), Councillor B Clark (Bay of Plenty Regional Council), J Mack (Bay of Plenty Regional Council), Sergeant R Wylie (New Zealand Police) and Nigel Kapa (ACC) In Attendance: P Bedford (NZAA), L Hartley (Community Development Advisor), M Taylor (Manager Transportation, WDC), A Erickson (Engineering and Services Group Manager, ODC), H van der Merwe (KDC), Councillor G van Beek and S French (Governance Support Advisor, WDC) Apologies: Apologies were received and sustained on behalf of: J Davis (ACC)
Visitors:
Chairperson McRoberts opened the meeting with a Karakia.
1 APOLOGIES Mr Nigel Kapa, representing ACC, was welcomed to the meeting. RESOLVED THAT the Eastern Bay Road Safety Committee accept the apology J Davis (ACC). Silcock/Wylie CARRIED
2 CONFLICT OF INTEREST No conflict of interests were declared.
3 ANNOUNCEMENTS Ms Hartley was congratulated for her recent appointment as Chairperson of the Safe and Sustainable Transport Association (SASTA) Executive Committee; a national body working to improve road safety and sustainable transport activities.
4 PRESENTATION Refer to page 10 of the agenda and page 10a of the tabled items.
4.1 Road Transport Association – D Cox Mr Cox, representing the Road Transport Association, presented at a careers initiative on 15-16 February 2019 at Ōpōtiki College. The initiative was headlined as “Learn to Earn” and the aim was to connect with students who would soon be entering the workforce.
Page 213 of 226 A1474709 Page 1 of 4 Day one of the initiative was a careers expo, at which Mr Cox spoke about the transport industry and the benefits of having a career in this industry. He reported that his presentations were well received and some great questions were asked by the students. Day two was a full trade expo held in the College gymnasium. Mr Cox advised that this day was well supported by exhibitors, local business and local industries and that a lot of effort had been invested in the setup, resourcing, and having machinery on display. He reported it was disappointing the lack of walk up participants and that the attendance of the general public was lower than expected. Mr Cox believed the initiative would have had a better outcome if both days were held during the school week. Mr Cox also took the opportunity to raise the following points: • The Waioeka ‘lights on to be seen’ signage would have more impact if it was located closer to the Gorge northern entrance. Ms Mack advised that NZTA had taken this back in-house and she would follow this up. • Members were asked to bring it to the attention of RTA if trucks were travelling unnecessarily through Ōhope and not adhering to the bylaw.
5 CONFIRMATION OF MINUTES Refer to pages 11-16 of the agenda. RESOLVED : THAT the minutes of the Eastern Bay Road Safety Committee meeting held on Monday, 26 November 2018 be confirmed as a true and correct record. Silcock/Davison CARRIED
6 REPORTS
6.1 Eastern Bay Road Safety Activity Report 1 October to 31 December 2018 Refer to pages 17-22 of the agenda. The following additional points were noted regarding the Activity report: • Car restraint checks were planned for Minganui, Murupara and Ōpōtiki. • It was expected pilot distraction campaign would be released in March 2019. • Approximately 2000 vehicles utilised the Fatigue stop on 1 January 2019. • 150 people attended the Whānau on Wheels cycle skills programme. RESOLVED : THAT the Eastern Bay Road Safety Activity Report 1 October to 31 December 2018 report be received. Wylie/Silcock CARRIED
6.2 NZTA Report – February 2019 Refer to pages 23-26 of the agenda. Ms Davison advised that a NZTA report for the Waikato region was also available on request and she encouraged all to participate in the Aotearoa Bike Challenge. RESOLVED : THAT the NZTA Report – February 2019 be received. Cox/Clark CARRIED Page 214 of 226 A1474709 Page 2 of 4
6.3 Whakatāne District Council Road Safety Report Refer to pages 27-74 of the agenda. The Transport Accident Investigation Commission (TAIC) report into the fatal truck/train collision on Lambert Road in October 2017 had been released to the public and Mr Taylor gave a summary of the report and its outcomes. He reported that Council would met with Kiwi Rail annually (at minimum) and take a proactive approach to inspect rail crossings and rail intersection sight distances. Mr Taylor advised Members that if the Business Case for the safety improvements along the Ōhope- Ōpōtiki corridor was approved, works would commence in the 2019-2020 financial year. It was reported that RTA had previously raised concerns to NZTA regarding overhanging vegetation that interfered with transport operators. It was noted that although there were no legislative requirements there were best practice guidelines. Members were advised to report these concerns so that action could be taken. Ms Davison advised she would follow up on this also. A discussion ensued regarding land encroachment and it was noted that when boundary fence encroachment was approved, safety was always taken into account. RESOLVED : 1. THAT the Whakatāne Road Safety Report be received; and 2. THAT the appended Transport Accident Investigation Commission Report on the Lambert Road road/rail crash be received; and 3. THAT the Eastern Bay of Plenty Road Safety Committee provide a letter to the NZ Transport Agency, advising its full support for the proposed safety improvements along the route between Ōhope and Ōpōtiki, as identified and recommended by the Safe Roads Alliance. Clark/Silcock CARRIED
6.4 POLICE REPORT Refer to page 75 of the agenda and pages 75a-b of the tabled items. Sergeant Wylie spoke to his tabled report and reported the Police had attended seven fatal crashes in the Eastern Bay within the 2018 calendar year and to date, two crashes in the 2019 calendar year. He reported one of the 2019 fatal crashes occurred at Waiotahi and reiterated that he had previously expressed concern at the longevity of the Road Safety Alliance project for improvements along this Ōhope to Ōpōtiki road corridor. The number of crashes over the summer period had increased compared to the same period for the previous year and Sergeant Wylie noted the contributing factors were fatigue, drivers falling asleep at the wheel and vehicles crossing the centre line causing an increased risk for all motorists. Sergeant Wylie gave an overview of the following campaigns and programmes run in the district: • Impairment stop held at Matatā It was noted traffic volumes had increased from previous years. Acknowledgements were given to Council staff for planning and traffic management, and to Ms Hartley and Ms Mack for their assistance. • Back to school campaign Police targeted speed, licence compliance, restraints, impairments are distractions. • Operation Gotcha Vouchers presented to cyclists, pedestrians and vehicle occupants “doing the right thing”. • Restraints, Impaired drivers, Distraction and Speed (RIDS) operations Police continue to focus on RIDs and held a number of campaigns targeting this behaviour.
Page 215 of 226 A1474709 Page 3 of 4 • Marae Based programme for repeat drink and drug (recidivist) offenders • Future programmes Planning was underway for a defensive driving programme and an education programme, and on-road assessment, for elderly drivers.
A discussion ensued about reasons for driver fatigue and it was believed that event organisers needed to take more ownership and Mr Cox requested any information as to whether daylight savings could also a contributing factor. It was noted that on New Zealand roads there was no incentive to stop at available rest areas and newly built expressways did not provide off-ramp to access areas to stop. In response to a query about Motorcycle awareness Sergeant Wylie explained training courses were being offered in the Eastern Bay and he mentioned the idea of a motorcycle officer in the area. A personalised helmet and gear would be required for the role and Mr Kapa said he would raise the suggestion for funding this equipment. RESOLVED: THAT the verbal Police Reports be received. Davison/Cox CARRIED
The chairperson closed the meeting with a Karakia at 2:24 pm.
Confirmed this day of
CHAIRPERSON
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APPENDIX 3
Joint Road Safety Committee Minutes - 26 February 2019
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Western Bay of Plenty District Council
Minutes of Meeting No. JRS9 of Joint Road Safety Committee held on 26 February 2019 in the Council Chamber, Barkes Corner, Tauranga commencing at 10.00am
Present
Councillor Margaret Murray-Benge (Chairperson) and Stuart Harvey (Western Bay of Plenty District Council), Councillor Bill Grainger (Deputy Chairperson) and Phil Consedine (Tauranga City Council), Councillor Andrew von Dadelszen and Jenny Mack (Bay of Plenty Regional Council), Sergeant Mark Pakes (NZ Police), Marceli Davison (NZ Transport Agency), Nigel Kapa (Accident Compensation Corporation) and Peter Bedford (Automobile Association)
In Attendance
G Allis (Deputy Chief Executive), P Howard and J Wilton (Westlink), K Elder, (Governance Manager), M Parnell (Governance Advisor), and L Nind (Governance Advisor)
Other
Three members of the public and one member of the press.
Apologies
Apologies for absence were received from Martin Parkes, Karen Smith and Jessica Davis.
Resolved: Member Bedford / Councillor von Dadelszen
THAT the apologies for absence from Martin Parkes, Karen Smith and Jessica Davis be accepted.
Presentation
At the 2018 TRAFINZ Conference, Tauranga City Council received the TRAFINZ Safety Leadership Award for exceptional leadership in relation to its Travel Safe initiative. Tauranga City Council’s Acting Transportation Manager, Phil Consedine, presented the TRAFINZ Safety Leadership Certificate to the meeting. The Chairperson accepted the Award on the Committee’s behalf and thanked the Travel Safe Team for their work.
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Minutes of JRS9 held on 26 February 2019 2
Public Forum
Resolved: Councillor Murray-Benge / Member Pakes
THAT the meeting adjourn for the purpose of holding a public forum.
Speeding
Ms Robyn Cossar, first female driving instructor in New Zealand and a new resident to Tauranga with an interest in road safety addressed the Committee. She expressed concerns and highlighted the following points relating to a 50 km/h speed sign on Lakes Boulevard at The Lakes: • The sign was obscured by a tree • The shrubbery around the tree needed to be removed • Flashing lights needed to be installed around the 50 km/h sign
Ms Cossar was advised to contact the Tauranga City Council Service Centre directly and lodged a service request regarding these matters.
State Highway 29
Mr John Sankey spoke of his concerns regarding SH29, severe traffic congestion, the Belk Road intersection and the lack of passing lanes near McLaren Falls.
The Regional Road Safety Advisor for the New Zealand Transport Agency (NZTA) Marceli Davison advised this would be addressed in NZTA’s upcoming programme of work. The next Board Meeting is in March and new projects would be started after that.
The Deputy Chairperson asked Ms Davison to update the Committee regarding NZTA, noted the Chief Executive Officer had resigned at the end of last year. Ms Davison advised that Mr Mark Radcliffe has been appointed Acting Chief Executive Officer and there were several new Board Members. Upcoming projects were being considered and these would be discussed at the first Board Meeting in March.
It was noted that NZTA need to address State Highway 29 and particularly the Belk Rd intersection.
The Chairperson commended Adam Francis’ work from NZTA and Ms Davison advised that NZTA’s national programme would be made available.
Pedestrian Vulnerability
Dr Ing John-Paul Thull representing a pedestrian advocacy group Living Streets Aotearoa BOP, spoke to a PowerPoint presentation about mitigating pedestrian vulnerability.
Discussion followed regarding the importance of pedestrian crossings being inter connected with retail areas and it was suggested that more pedestrian crossings be added to new residential subdivisions. The use of pedestrian crossings and refuges were discussed and the importance of applying caution when considering pedestrian crossing locations was noted.
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Minutes of JRS9 held on 26 February 2019 3
It was suggested Dr Thull speak to Traffic Safety Engineers at both Tauranga City Council and Western Bay Of Plenty District Council.
The Chairperson thanked members of the public for addressing the meeting.
10.29am Resolved : Councillors Murray-Benge / von Dadelszen
THAT the meeting reconvene in formal session
JRS9.1 Presentation - Blue Light Youth Driver Navigator Programme
Jenny Mack, Bay of Plenty Regional Council, introduced Blue Light’s Events Support Manager, Wendy Robertson and the Blue Light Youth Driver Navigator Programme.
The Events Support Manager spoke to a PowerPoint presentation and highlighted the following points: • Blue Light is a Registered Youth Charity which works alongside the Police. • There are 68 branches nationwide. • The Blue Light Youth Driver Navigator Programme (BLYDNP) was developed at the national office and funded in partnership by Bay Trust, TECT and RECT. • This enabled a 3 year pilot of the programme to be run in the Bay Of Plenty region by a local co-ordinator. • The programme helped young people aged 16-24 from disadvantaged backgrounds to gain their full drivers licences, who otherwise might not be able to. • The BLYDNP encouraged compliance and the end result being safe driving on the road. • They operate in most colleges throughout the Bay Of Plenty and also work with Sport Bay Of Plenty. • Sessions were run in the school holidays and qualifying students could self-refer. • The presentation ended with examples of ‘success stories’, highlighting the positive benefits of the programme.
In response to questions Ms Robertson advised as follows: • Referrals from schools and community agencies were processed to ensure students who needed the service received it.
The Chairperson thanked Ms Robertson for her presentation and her work in the community.
Resolved: Councillor von Dadelszen / Member Consedine
THAT the presentation from the Events Support Manager regarding the Bluelight Youth Driver Navigator Programme be received.
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JRS9.2 Minutes of Meeting No. JRS8 of the Joint Road Safety Committee held on 6 November 2018
The Committee considered the minutes of JRS8 of the Joint Road Safety Committee meeting held on 6 November 2018 as circulated with the agenda.
The Chairperson tabled a copy of the letter sent to the Chief Executive Officer of NZTA (who had since resigned) from the Joint Road Safety Committee on 12 November 2018. It was noted that a reply had not been received to date.
The Chairperson noted in relation to the Belk Road intersection there had been issues with getting consent for the project from the Bay of Plenty Regional Council. The Bay of Plenty Regional Council Sustainable Transport Officer advised she would make enquiries and report back to the next Committee meeting.
It was confirmed that the resolution printed in the tabled document was from the minutes of the previous committee meeting held on 6 November 2018.
Resolved: Councillor von Dadelszen / Member Harvey
THAT the minutes of Meeting No. JRS8 of the Joint Road Safety Committee held on 6 November 2019 as circulated with the agenda be confirmed as a true and correct record.
JRS9.3 Western Bay Joint Road Safety Operations Meetings Minutes
The Committee considered the minutes from the Western Bay Joint Road Safety Operations Meetings dated 27 November 2018 and 12 February 2019 as circulated with the agenda.
Resolved: Members Mack / Consedine
THAT the minutes from the Western Bay Joint Road Safety Operations Meetings dated 27 November 2018 and 12 February 2019 be received.
JRS9.4 New Zealand Police Report
The Committee considered a report from the New Zealand Police dated February 2019 as circulated with the agenda. Senior Sergeant Pakes spoke to his report and noted there had been one fatality – a motorcyclist on Cambridge Rd. It was noted the New Zealand Police were focusing on speed and driving distraction.
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In response to questions Senior Sergeant Pakes advised: • Police have limited tolerance with regards to the use of cell phones and various methods were used to monitor this, including observation and stationary cameras at intersections. They were proactively working with schools to get the message across. • There was no legislation requiring for motorcyclists to have their lights on full beam and some drivers found this distracting. • Motorcycle riding will be focused on later in the year.
Resolved : Members Pakes / Bedford
THAT the New Zealand Police report dated February 2019 be received.
JRS9.5 Accident Corporation Compensation Report
The Committee considered a verbal report from Nigel Kapa, Senior Injury Prevention Specialist from ACC, who made the following points: • Research showed motorcyclists making slight sideways movements as they drove, were more easily seen than those who drove with their headlights on. This was taught in the ACC’S ‘Ride Forever’ programme along with other safety manoeuvres. Course participants were 27% less likely to be involved in an accident. • Shiny Side Up events took place nationally for motorcyclists and motorcycle enthusiasts together. Shiny Side Up events were used to get people enrolled into the Ride Forever Programme. The last major Shiny Side Up event will be held at Hampton Downs as part of the Mike Pero Motorfest. • Motorcycle Clothing Assessment Programme (MotoCAP) provided the motorcycling community with information regarding safety clothing. • ACC and NZTA provided a programme to assist onto their full driver’s licences. A Community Toolkit was developed which helped young drivers learn the Road Code in an interactive way. These had already been distributed to local driving instructors and community groups and there were more available.
In response to questions Mr Kapa advised the following: • Motorcyclists in the older age group were a high percentage of those who had accidents. Mr Kapa had participated in two Ride Forever events and had found they had made him a much safer motorcyclist.
ACC is trying to prevent injuries before they occur.
Resolved : Members Kapa / Bedford
THAT the Accident Compensation Corporation Representative’s verbal report be received.
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JRS9.6 Travel Safe Programme Leader Update
The Committee considered a report from the Travel Safe Programme Leader dated November 2018 to February 2019 as circulated with the agenda.
In response to questions Mr Consedine advised: • Outcomes of New Zealand Transport Agency Report to Road Safety Action Plan Meeting on page 57 of the agenda were noted. • Travel Safe adhere to NZTA’s guidelines. • Travel Safe have recruited a new person to join their team. • Mr Consedine advised he wasn’t aware of cyclists having been educated not to ride on the white line in Carmichael Road. A cycleway was being developed to connect with the Omokoroa cycleway.
Resolved : Councillors Murray-Benge / von Dadelszen
THAT the Travel Safe Programme Leader’s report for the period November 2018 to February 2019 be received.
JRS9.7 Transport Agency Update
The Committee considered a report from New Zealand Transport Agency’s Regional Road Safety Advisor dated February 2019 as circulated with the agenda.
The Committee made the following comments: • The Hairini Link speed limit was still temporarily 50 kilometres per hour and the slip lane was not operational. Concern was raised about signage which indicated cyclists should carefully cross two lanes of traffic, instead of being redirected to the underpass. • NZTA should reconsider the priority of the works in the Tauranga to Omokoroa corridor, as this would have a greater impact on the safety of those using the road. • A suggestion was made that bus lanes could be used for other traffic during non-peak hours. It was noted that cyclists and motorcyclists can legally use bus lanes, and currently use them during non-peak times. It was important that any decision to change bus lane traffic did not affect their safety. • Tauranga’s bus service was not widely used.
Regarding cycling through the Hairini Link, Ms Davison advised it was difficult to get a consensus on where it was best for people to ride. Commuting cyclists preferred the road, therefore signage was necessary for their safety but school aged children used the underpass. She noted NZTA was reviewing T2 and T3 lane options throughout the country.
Ms Davison suggested that the letter sent to NZTA from the Joint Road
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Minutes of JRS9 held on 26 February 2019 7
Safety Committee meeting held on 6 November 2018 be resubmitted, as there had been a change of Chief Executive Officer, and note the points raised by the Committee at this meeting.
Resolved : Councillors Murray-Benge / von Dadelszen
THAT the Committee’s letter to NZTA dated 12 November 2018 be re- submitted to the new CEO of NZTA and note the following points:
• Request that safety works on the Tauranga to Omokoroa corridor be prioritised; • Request that non-peak hour bus lane use be considered for other vehicles. • The scheduled toll increase would impact on road users and community buy in.
Resolved : Member Davison / Councillor von Dadelszen
THAT the New Zealand Transport Agency Regional Road Safety Advisor’s report dated February 2019 be received.
JRS9.8 Road Safety Action Plan
The Committee considered a report from the Bay of Plenty Regional Council Sustainable Transport Officer dated 31 January 2019 as circulated with the agenda. Ms Mack spoke to her report and advised the following: • The report was organised by focus areas. • Bay of Plenty Regional Council manages billboards, along with NZTA. • Advertising campaigns aimed at young drivers included the following messages; be sensible; don’t distract your driver and be sober as there’s zero tolerance of young drivers and their drinking. • Radio advertising over the long weekend had included messages of taking a rest and swapping drivers. • The Bay of Plenty Regional Council supported ACC’s Ride Forever Programme, including the Shiny Side up event. Scooter training had been trialled in schools in an effort to reduce scooter injuries. • Young people travelling between Rhythm and Vines in Gisborne and Bay Dreams in Tauranga, were targeted in radio and Facebook campaigns. The radio campaign promoted the importance of taking rests and administration fees were waived for young people who attended driver safety courses. • No further updates had been received from Central Government. The draft Roading Strategy was not yet available and it would provide information on regional action and safety plans.
In response to questions, Ms Mack advised that this Committee did not report to the Regional Transport Committee, but could refer issues through to them.
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Resolved : Member Davison / Councillor Murray-Benge
(a) THAT the Bay of Plenty Regional Council Sustainable Transport Officer’s report dated 31 January 2019 be received.
(b) THAT the letter to New Zealand Transport Agency also be copied to the Regional Transport Committee.
The Chairperson asked Justine Wilton of Westlink to provide an update to the Committee. Ms Wilton advised the following: • Opus had been purchased by a company called WSP and was now known as ‘WSP Opus’. • Safety engineers throughout New Zealand had met and discussed Vision Zero. Their goal was to achieve no deaths in road accidents. • They assessed at a local level how much could be spent on projects to reduce the number of, or eliminate different types of crashes. • Recent training looked at road design to help manage crashes, in an attempt to make them more survivable.
Ms Davison advised the Standard Safety Intervention Toolkit was available through New Zealand Transport Agency’s Highway Information website. It was a “living” document that would be constantly updated and provided information about safety installations like roundabouts and rumble strips for safety engineers and planners.
Paul Howard from Westlink noted the dangers of ‘summer ice’, the slippery layer which had built up on the road after the extremely long dry spell.
The meeting concluded at 11.50am.
Confirmed as a true and correct record. ______Councillor Margaret Murray-Benge Chairperson
______Date JRS9
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