88 Smartgrowth Strategy 2013 Western Bay - a Great Place to Live, Learn, Work and Play

88 SmartGrowth Strategy 2013 Western Bay - a great place to live, learn, work AND play

Part C

Settlement Pattern

SmartGrowth Strategy 2013 89 Part Settlement BC Pattern

12. The SmartGrowth Settlement Pattern

12.1 of the original SmartGrowth Strategy. required to accommodate the projected Introduction Broadly described they were as follows: population • Confirm existing Urban Growth Areas This section of the document sets out Status Quo: A continuation of the policy • Confirm the amount of growth the approach of SmartGrowth 2013 to approach where a mix of intensification allocated to Urban Growth Areas key issues related to integrated planning and expansion are provided. • Confirm the sequencing of and the Settlement Pattern. The key development of Urban Growth Areas components of this section are; Lower Density: A continuation of • Confirm the infrastructure triggers • The SmartGrowth Settlement Pattern past trends of low-density suburban required for development of Urban • SmartGrowth corridors development and urban expansion, Growth Areas • Growth projections and demographic with intensification limited to market led • Confirm projections for residential analysis initiatives. intensification • Staged development of the Settlement Pattern Higher Density: A modification on For industrial land the Settlement Pattern • Residential land the current policy approach that seeks review will; • Business land to significantly increase the intensity • Assess the amount of industrial land • Sub-regional infrastructure of development, with limited urban required at Wairakei and Ōmokoroa • Transport expansion. • Assess the infrastructure servicing and funding requirements for Rangiuru Actions required to implement the The three growth scenario alternatives • Assess the balance of industrial land approach of the Updated Strategy to each were evaluated and the high-density provided throughout the Settlement of the key issues are contained in the alternative ranked the strongest. Pattern based on the confirmed Urban implementation plan in section 21. The evaluation criteria used helped Growth Areas and identify whether any shape the identification of sites for new industrial land is required The Settlement Pattern is a ‘blueprint’ future development (greenfields and that sets out how, where and when intensification) through incorporating the 12.4 development will occur within the sub- development constraints and opportunities Key Changes to the region and ensures that implications of specific to the western Bay of Plenty sub- Settlement Pattern infrastructure and funding can be worked region. This preference for a more compact through early, in an integrated manner. urban form underpins the original 2004 SmartGrowth 2013 has made four key SmartGrowth Strategy Settlement Pattern. changes to the 2003 Settlement Pattern The SmartGrowth Settlement Pattern based on available evidence; provides certainty by sending clear and 12.3 1. Welcome Bay South has been unambiguous signals to the market on The Settlement Pattern removed from the Settlement Pattern long-term growth and development of the Review as a future Urban Growth Area sub-region by identifying; 2. Additional land at Belk Road has been • urban limits Postponing the 2011 Census has had added to the Settlement Pattern for • transport and growth corridors implications for the SmartGrowth future industrial use as an extension to • employment areas Update. It has not been possible to the Tauriko Business Estate • urban growth areas undertake a comprehensive review of the 3. Three areas not currently in the • increased residential density targets for 2003 Settlement Pattern based on the Settlement Pattern have been greenfield subdivisions most up-to-date demographic analysis identified as requiring strategic • intensification opportunities during the 2013 SmartGrowth Update. assessment through the Settlement Instead a comprehensive review of Pattern Review. These are; The Settlement Pattern promotes a more the Settlement Pattern is directed by a i. Tauriko west compact urban footprint and protects priority action in the implementation plan. ii. Te Puna productive rural land for the foreseeable Upon completion of the project, relevant iii. Paengaroa future under the current growth rates. sections of the SmartGrowth strategy 4. Projections for residential will be updated to reflect the confirmed intensification have been removed 12.2 Settlement Pattern. from the Strategy and replaced with Background a comprehensive work programme For residential Urban Growth Areas the for Residential Intensification Three growth scenario alternatives were Settlement Pattern review will; (see appendix 5). The Residential consulted on as part of the development • Identify new Urban Growth Areas Intensification work programme

90 SmartGrowth Strategy 2013 The SmartGrowth Settlement Pattern 12

outlines the work required to develop robust, evidence-based estimates for the likely quantity, form and location of intensification for incorporation into the Strategy.

SmartGrowth Strategy 2013 91 Part Settlement BC Pattern

13. SmartGrowth Corridors

13.1 SmartGrowth Settlement Pattern. B. Eastern Corridor Sub-regional corridors The corridors are separated into five key The Eastern Corridor links the western The physical setting of the sub-region geographic areas: Bay of Plenty with the eastern Bay of is such that a “corridor” pattern of 1. North of Tauranga including Omokoroa Plenty and Rotorua and includes the development has emerged. This and Katikati urban areas of Papamoa, Wairakei and corridor pattern links the western Bay of 2. East of Tauranga towards Whakatane Te Puke. State Highway 2 (to the east) Plenty sub-region with its neighbours, and Rotorua provides significant economic and social in particular heading east towards 3. South of Tauranga linking Pyes Pa links between the western Bay of Plenty Whakatane and south towards Rotorua. Road to Rotorua and Rotorua. There are also synergies The SmartGrowth Strategy takes a 4. West of Tauranga linking the Bay of between the export Port of Tauranga and wider spatial view in order to better Plenty with the Waikato. the agriculture and forestry originating integrate land use and infrastructure. 5. Central Tauranga covering the inner from the Taupo and Rotorua areas. Export The Strategy also promotes wider Bay of city urban area. timber volumes are expected to increase Plenty economic development outcomes from 6.8 million cubic metres per annum through better intra-regional linkages. A. Northern Corridor to 12 million cubic metres per annum in the near future and are likely to be 13.2 The Northern corridor links the western sustained at these high levels for some Spatial Corridors Bay of Plenty north to Coromandel and time into the future. Auckland. It includes the urban areas SmartGrowth takes a corridor approach of Bethlehem, Omokoroa, Katikati and Other components of this corridor to the integration of infrastructure, Waihī Beach. Other components of this include: land-use and funding. These corridors corridor include; • State highway links to eastern Bay of extend beyond the boundaries of the • Business land at Katikati, Omokoroa Plenty, Rotorua and Gisborne western Bay and align with the transport and Te Puna • Freight links to Port of Tauranga via High activity packages and associated • Additional residential development at Productivity Motor Vehicle Route (HPMV) funding requirements into the Regional Omokoroa, Katikati and Waihī Beach • East Coast Main Trunk railway which Land Transport Strategy (RLTS) 2011, • Tourism links through the Goodness is a key freight link enabling access to which also takes a corridor approach to Highway the Port of Tauranga for timber exports transportation across the region. • The designated Tauranga Northern from within and beyond the subregion. Arterial and 4-laning to Omokoroa • The Rotorua Airport which is From a spatial planning perspective it is • Special consideration of harbour developing as an international airport for important to remember the strong links impacts from development trans-Tasman tourism links between the western Bay of Plenty • Regional business park at Rangiuru sub-region and the wider Bay of Plenty The Tauranga Northern Corridor Strategy • Additional residential and business region. For example all the rivers have was developed in 2009. This document development at Wairakei headwaters outside the Western Bay. All represents an integrated land use and • New business and residential the key transport routes extend beyond transportation strategy for the Northern development at Te Puke the sub-region to Gisborne, the central Corridor. Since 2009 there have been • Future Waiari water treatment plant North Island, the Waikato, Auckland a number of influences (e.g. growth • Future residential and business land and the Coromandel. See Map 3 for a location and yields; change in land at Te Tumu and associated transport depiction of the corridors and spatial use, road safety) which have served infrastructure including the Papamoa linkages between western Bay of Plenty as a catalyst to initiate a review of the East Interchange and the Kaituna Link and its neighbours. corridor strategy. The NZTA, WBOPDC, from the eastern end of Te Tumu to TCC and the BOPRC are now working Rangiuru/ Tauranga Eastern Link/ SH2 For the western Bay of Plenty sub-region collaboratively on a review of the • Tourism links through the Goodness large-scale transport activities have Northern Corridor within the broader SH2 Highway been packaged together as part of the corridor between Pokeno and Tauranga. • Tertiary education links to eastern Bay Northern, Eastern, Southern and Western It is intended for this strategy to update of Plenty and Rotorua Corridors. A package for the Tauranga the strategic context, investment priorities urban network is also included which and outcomes to achieve integrated The Tauranga Eastern Link (TEL) Network covers the transport requirements for the planning and optimise the of transport Plan 2011 has been developed for the Central Corridor. The corridors in the RLTS network. Eastern Corridor. This Network Plan directly link to the corridors used in the outlines the considerable investment that

92 SmartGrowth Strategy 2013 s 3

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t and of Plenty Bay eastern links to highway State via Tauranga of Port links to Freight Link and Network Eastern Plan Tauranga International Airport Rotorua Links to business parkRangiuruRegional at at and business development residential Additional Puke Te at development New business and residential Tumu Te and business land at residential Future link - Goodness Highway Tourism linkages education eastern to Tertiary

Central Corridor Central a K  and Gisborne Rotorua  (HPMV) Route Vehicle High Motor Productivity     Papamoa and Wairakei     of Plenty and Rotorua Bay Paengaroa Possible residential intensi cation and in ll in intensi cation residential Possible along the City Centre, development,in Commercial of a tertiaryDevelopment campus in the City Centre urban transport network including public transport Tauranga Main industrial areas Port of Tauranga Airport Tauranga Hospital Tauranga

 Mt Maunganui and suburban areas Central, Tauranga  Road and in suburban areas Cameron       Lake Tarawera 3 3 0 L Rotoiti 3 Papamoa Te Ngae Te Pāpāmoa Hills Pāpāmoa Cultural Regional Park 0 3 Marine Corridor Okere Falls Okere Shipping links to and from the and from Shipping links to Aquaculture Recreation Te Puke Te

 and tourism freight for Tauranga of Port   Lake Rotorua Ngongotaha 2 A 2 Mt Maunganui 6 Tauranga K 3 Rotorua TECT 5 All Terrain Park Terrain All Huharua Cultural Park Huharua Cultural Te Puna Te Beach Matakana Island Omokoroa SmartGrowth Area State Highway State Railway 9 2 Bowentown Harbour Tauranga Waihi Beach Waihi Aongatete Apata Katikati 2 Athenree State Highway links to western side of Rotorua western links to Highway State Lakes and The land at residential Additional Pukemapu around land identi ed residential Future

Waihi Southern Corridor  Taupo to (Ngongotah ā )and beyond  South (Keenan Road) Pa Pyes  roads and Neewood Tokoroa Tirau Putaruru Paeroa State highway links to Coromandel and Auckland Coromandel links to highway State Puna Te Katikati,Business land at and Omokoroa Beach Waihi Katikati, Ō mokoroa, at development residential Additional 2 Northern Highway Strategy Corridor State link - Goodness Highway Tourism

Northern Corridor     Northern Arterial Tauranga including the designated Ō mokoroa to and four-laning  State highway links to Hamilton, Auckland, Waikato Auckland, Hamilton, links to highway State RoadSigni cance of National future Possible Tauranga of the Port and from links to freight Road and rail Business Estate Tauriko industrialthe land at Additional business land future Potential Tauriko at upgrades highway future Potential (HPMV) Route Vehicle High Motor Productivity linkages education Hamilton to Tertiary linkages tertiaryHealthcare Hamilton to hospital

Western Corridor Western  and the Upper North Island         Te Aroha Te

SmartGrowth Strategy 2013 93 Part Settlement BC Pattern

both central and local government, as well to Hamilton, Auckland and the Waikato including public transport and as private developers and landowners, and the Upper North Island via the connections to key identified national have committed to and aligned, to Kaimai ranges. The Government Policy and regionally strategic destinations ensure certainty of development and Statement on Land Transport Investment such as the Port of Tauranga (see the subsequent prudent provision and 2012 signals that the Hamilton to Tauranga Urban Network Study as funding of infrastructure. The network Tauranga route may be considered for a summarised in Part C). plan includes: future Road of National Significance. • East Coast Main Trunk railway • an outline of the strategic context that connecting the Port of Tauranga’s Mt supports the planning and delivery The Tauriko Business Estate provides Maunganui and Sulphur Point terminals. of the TEL, within a wider regional significant amounts of industrial land • Tauranga airport framework in this corridor. Additional business • Tauranga hospital • details of the integration of land use, land at Belk Road has been included transport and investment to ensure in the Settlement Pattern through the optimisation of the TEL, including the SmartGrowth update in order to extend integration with the local transport the capacity of the Tauriko Business network, land use and associated Estate. An investigation into the need infrastructure for and cost of providing more business • a summary of key issues, risks and land in this corridor in the future will opportunities, including the action(s) be undertaken through the Settlement being undertaken or proposed to take Pattern review. advantage of or address these. Other components of this corridor C. The Southern Corridor include: • Nationally significant State Highway The Southern Corridor reinforces the freight links to the Waikato. links between the western Bay of Plenty • East Coast Main Trunk rail freight and Rotorua with access provided by links to and from the Port of Tauranga State Highway 36 to Ngongotaha on the through the Kaimai Tunnel western side of Rotorua and beyond to • An investigation into potential highway Taupo. upgrades at Tauriko which will, if they proceed, separate or reduce conflicts Other components of this corridor between local traffic and the inter- include: regional highway connections between • The Lakes provides significant amounts the Waikato region and Tauranga. of zoned residential land in this corridor • There is currently no Corridor Strategy • Future residential land (identified in the for the Western Corridor. Development Settlement Pattern but not yet zoned) of a strategy and a package of at Pukemapu and Neewood roads has interventions has been identified in the been identified as requiring further Implementation Plan as a priority action. assessment in terms of its suitability for residential land. E. Central Corridor • Currently no Corridor Strategy exists for the Southern Corridor. Development The Central Corridor includes the of a strategy and a package of Tauranga City isthmus and the Mount interventions has been identified in Maunganui peninsular. Components of the Implementation Plan as a priority the Central Corridor include; action. • Possible intensification and infill areas • Tertiary education links to Hamilton in the Tauranga Central and Mount • Healthcare links to Hamilton tertiary Maunganui urban growth areas hospital • Commercial development along Cameron Road and in the City Centre D. Western Corridor • Development of a tertiary campus in the City Centre The western corridor links the sub-region • Tauranga urban transport network

94 SmartGrowth Strategy 2013 Growth Projections and Demographic Analysis 14

14. Growth Projections and Demographic Analysis

14.1 part of the sub-regions population region has a higher ratio of older people Revised SmartGrowth growth. Migration decisions or choices than the national average. Labour force Population Projections are generally driven by people’s personal participation rates, average incomes and for the western Bay circumstances; including a change of spending area also lower than the national employment, retirement and the location average. Overall the sub-region is facing The sub-region has been an area of of family or friends. In some cases the an imminent shift in the dependency ratio rapid population growth since 1950. economic pull of Auckland could be a of young to old, such that the number of In 2006 the population was 149,900 a strong influence. As such it is difficult 65+ year olds to children (0-14 years), will 13% increase from the previous census to accurately assess the reasons why cross over at around 2017. in 2001. The population data from the inward migration is likely to have slowed 2013 Census will not be available until in the last 5 years. There is likely to be This demographic shift to a more mature early 2014. However in 2011 the District a high correlation between the global population will affect work environments, and City Council adjusted the original financial crisis and associated downturn retail focus, transport systems, housing SmartGrowth population projections in the property market nationally, decision provision and recreational activity. While for their 2012-22 Long Term Plans to making on migration and the obvious demographic analysis at a sub-regional reflect the recent slowing of growth downturn in population growth. The level may inform some sub-regional and development in the sub-region. results of the 2013 census are needed policies such as housing and economic Revised SmartGrowth projections to to confirm the estimated demographic investment, territorial authority decision the year 2051 provide for a long term changes over the last 7 years since the making will need to ‘drill down’ to reflect population of 275,000 compared to 2006 census. the diversity of their own demographic approximately 285,000 forecast in profile. Similarly this will affect planning both the 2007 and 2010 SmartGrowth The question is whether recent, lower for liveable communities and the provision population projections. The revised figure growth rates are likely to be short term of aging-in-place infrastructure, health and of 275,000 has been used as the basis or longer term for the western Bay of social care service provision. for SmartGrowth 2013 Update and will Plenty sub-region. There is no reason be reviewed once the census data is to assume, at this stage, that migration Within the sub-region, the population available in 2014. should not continue to play an important profiles for the individual territorial local part in driving population growth, albeit authorities show distinct differences in In 2011, Statistics NZ released some possibly at a slower rate than the last particular; provisional figures which provide a useful 20-30 years. The general ageing of New • Within the Western Bay of Plenty bridge between the 2006 census figures Zealand’s population is likely to influence District, the population is ageing more and the 2013 census. The Statistics NZ retirement -type decisions. The market is rapidly in part because the district estimate of the sub-regional population actively responding to these signals with includes naturally occurring retirement was 161,500. This figure is within 1% significant investment in new retirement/ communities such as Waihi Beach, of the revised SmartGrowth estimate lifestyle complexes. Katikati, Omokoroa and Maketu. of 160,100. Sub-regional analysis of • Tauranga City has a higher birth rate demographic projections based on data Economic influences such as investment which can be largely attributed to Maori from the 2013 Census will be available in new tertiary education facilities fertility. in 2014. Once this project is completed, and added-value export production, relevant sections of the strategy can be associated with the very efficient Port Table 1 “Population Projections” sets updated. of Tauranga, are likely to be important out the current 2011 SmartGrowth in migration decision making. The population and total dwelling projections. 14.2 SmartGrowth Demographic Project Total dwellings is defined as occupied Demographic drivers (See action 20A1) is a key piece of new plus unoccupied dwellings. These research to be commissioned to assess projections have been adjusted in It is well established through previous the ‘push’ and ‘pull’ of demographic response to changes in the global and demographic work by the University drivers for the sub-region. Through this national economies and recent actual of Waikato that the dominant driver for project, new population projections will development trends in the sub-region. population growth in the sub-region be prepared using the 2013 Census as This information will be updated following over many years has been in-migration, the base. the 2013 Census. primarily from other parts of New Zealand with some from overseas. This has often Populations are ageing all over the world been referred to as ‘sunbelt’ migration. and the western Bay of Plenty is no Natural increase has not been a strong exception. As a ‘sunbelt’ destination, the

SmartGrowth Strategy 2013 95 Part Settlement BC Pattern

(Table 1) Population Projections

Population Projections for Tauranga City and Western Bay District

2011 (base) 2031 2051 2011-2051

Population 45,380 59,718 74,147 28,767 Western Bay of Plenty District Total Dwellings 19,782 26,257 32,722 12,940

Population 114,720 157,110 199,430 84,710 Tauranga City Total Dwellings 48,783 70,017 91,469 42,686

Population Projections for western Bay of Plenty sub-region

2011 (base) 2031 2051 2011-2051 Western Bay of Plenty Population 160,100 216,828 273,577 113,477 Subregion Total Dwellings 68,565 96,274 124,191 55,626

14.3 275,000 people. This is because of the next 20 years based on the previous 10 Revised approach to cumulative impact of: year average development rate. These development triggers • Development on the ground will capacity calculations are based on desk achieve lower densities (number of top calculations using current data. The Experience gained from the previous houses per hectare) than originally capacity of the Settlement Pattern is likely Strategy has resulted in moving forecast in large urban growth areas like to change as a result of the Settlement away from the previous approach Wairakei and Te Tumu. Pattern Review project which will result which combined population numbers • A staged (stepped) approach over the in confirmation of the Settlement Pattern and specific dates to act as triggers next 25 years towards the RPS target and a subsequent update to the Strategy. for development and sequencing. of 15 lots / per hectare for the new SmartGrowth 2013 endorses specific urban growth areas being adopted in The SmartGrowth Update has identified population thresholds/milestones as the Tauranga City Plan. It is estimated that there is no immediate pressure to development triggers rather than specific that a total of about 5,000 less people zone additional urban land. The focus dates. This approach offers greater will be accommodated in these areas of the updated strategy is instead on certainty about when new development as a result. consolidation and effective delivery of the areas and/or investment in supporting • Less residential intensification existing Settlement Pattern as a priority over infrastructure will occur, and enables (extensive site redevelopment) is identification of new Urban Growth Areas. flexibility to responding to changing taking place in Tauranga City than was circumstances such as unforeseen slower factored into the 2004 Settlement or faster growth. This revised approach Pattern calculations. will rely on the continuation of regular development uptake monitoring. 14.5 Capacity of Identified 14.4 Urban Growth Areas Capacity of the Settlement Pattern long term Whilst it can’t be ruled out that more land may be required towards 2051 to Despite the lower population assumption accommodate the forecasted population at 2051, there still may be insufficient of 275,000 people; there is currently land within the current SmartGrowth sufficient capacity within the identified Settlement Pattern to accommodate Urban Growth Areas for at least the

96 SmartGrowth Strategy 2013 Staged Development of the Settlement Pattern 15

15. Staged Development of the Settlement Pattern

15.1 the impact of staged development on western Bay of Plenty sub-region. Background affordable housing. This is not the case in Most of this land is located in the the sub-region where there is sufficient WBOP District and is in various rural SmartGrowth takes a staged approach to zoned and serviced land to meet over land uses with horticulture being the land use and infrastructure which includes 20 years of demand (as at 2013), as most prominent. the use of urban limits as a planning tool well as land beyond that identified for to identify where urban development is future development along with related • To protect natural features and expected to take place. existing or planned infrastructure. The landscapes, including the coastline respective Councils also have capital and the harbour from inappropriate The sub-region like many other cities and works programmes that provide for the development. This is a matter of regions has identified certain areas where timely servicing of this land to allow national importance in the RMA 1991 urban development will be supported and development to proceed. and is also required under the NZ other areas where it is not. Identification Coastal Policy Statement. of these areas in the SmartGrowth Staging development and applying Strategy has informed the RPS and the urban limits as a strategic planning tool • To promote urban sustainability, City and District Plans. provides certainty to both the public and particularly in regard to greenhouse gas private sector for capital investment and emissions from transport. These are The sub-region’s sequencing/urban limits strategic long-term decision-making. thought to be reduced through a more policy and maps identify land that can When the long term supply of urban compact urban form due to shorter be developed for urban purposes now land is reasonably identified and certain, travel distances and greater use of public as well as land that is anticipated to be land use, transport, infrastructure and transport. This aim is likely to be more re-zoned for urban development in the funding can be better aligned. There are influential in larger scale cities. Associated future as far out as 2051. Not all readily a number of other reasons for staging with this are social and health benefits of developable land in the sub-region has development and using urban limits as a compact living compared to urban sprawl. been identified for urban development planning and growth management tool. While the benefits of a more compact in the short or long term. The reason for These include: urban form are noted here, the aim of this this is that sufficient other land has been approach is not to force a greater level identified to meet the anticipated growth • To ensure infrastructure investment of residential intensification. of the sub-region, or in some cases other by Councils and other parties is not resource management considerations are compromised by growth occurring • To minimise reverse sensitivity issues given prominence, including the provision in areas where it was not expected associated with urban development of infrastructure. i.e. aligning land use, infrastructure occurring in areas where incompatible and funding and ensuring logical rural or industrial land uses also exist. Urban development outside of the urban growth sequencing. This includes the limits is not prohibited however there development/financial contribution • To assist in securing funding for are a number of stringent criteria that funded infrastructure that Councils transport projects in the sub-region would have to be satisfied for it to occur. provide. Like the private sector, and obtaining NZTA endorsement for These are set out in the Regional Policy Councils need a degree of certainty SmartGrowth’s Transport Corridor Statement and will flow into District and when making investment decisions. Strategies. The NZTA Board papers City plans where necessary. which supported both the Eastern • To support planning and development Corridor and Northern Corridor 15.2 to be undertaken in an integrated way Strategies and approved funding for the Reasons for Staging that aligns land-use and infrastructure Tauranga Eastern Link, made reference Development investment (e.g. urban growth in to the importance of achieving the the Eastern Corridor supports the SmartGrowth Settlement Pattern, SmartGrowth aims to coordinate new optimisation of the investment in the including through the use of urban urban development with the provision of Tauranga Eastern Link). limits, and the risks to these projects of infrastructure and funding. A key part of not having urban limits in place. taking this approach is the use of urban • To prevent urban development from limits in order to encourage orderly and adversely impacting on the function of • For industrial development, staging staged development which integrates the transport network. which identifies long term land needs with infrastructure. can ensure that the future receiving • To protect the productive, economic environment can take into account Concerns are sometimes raised about capacity of rural land located in the the long term change in land use and

SmartGrowth Strategy 2013 97 Part Settlement BC Pattern

avoid intensification or development or not they will always exist (although put more stringent controls on this type of of sensitive activities, including rural maybe not quite to the same regulatory subdivision with a general aim of enabling residential activities. Staging also allows extent) due to financial and other it to occur in rural areas where land is less decisions on large scale infrastructure constraints associated with the servicing productive such as the Minden. to be made with certainty. For of greenfield land on or beyond the urban example, road corridors can be fringe. The initial SmartGrowth Settlement planned, designed and developed with Pattern attempted to strike a balance reasonable knowledge of activities that 15.3 between urban expansion and the may be located alongside. The impact of urban expansion protection of productive rural land which on productive rural land involved 70-75% of residential urban • Staging the development of growth being delivered through greenfield infrastructure can enable the Rural production is a key driver of the expansion and 25-30% through infill and investigation of alternate infrastructure sub-regional economy. Industries like intensification development, primarily in technologies and/or delivery kiwifruit, dairy and avocados contribute Tauranga City. mechanisms which could have the a significant amount of wealth and potential to reduce and/or delay employment both directly and in the Balancing these two competing planning infrastructure spending. In terms of downstream processing, value adding objectives continues to be an issue for staged infrastructure development, it and servicing sectors. SmartGrowth 2013 in an environment is important that ultimate infrastructure where the uptake of intensification and requirements can be provided for Urban expansion permanently reduces increased housing densities has been and appropriately funded. Thus the amount of rural land that is available. significantly lower than anticipated by the consideration should be given to A reduction in the amount of productive initial strategy. The amount of additional cashflow, capacity, the full cost of rural land because of urban expansion rural land that may be needed for urban development and the desired long-term may to some extent be offset by expansion, over and above the current function. increased productivity resulting in higher Settlement Pattern, depends on such yields off the land and urban based variables as growth rates, development If urban limits were removed it is unlikely production activities. However, continued density (yields) as well as housing and that the situation in regard to the amount demand for food and increasing food business demand. As an action in the of land available for urban development prices highlights the importance of implementation plan these variables will would actually change very much due to productive rural land as an important be reassessed using information from the constraints imposed by the high cost strategic resource for the sub-region and the 2013 Census, through the Settlement of infrastructure servicing (including the the national economy. Pattern Review. available debt capacity of local authorities) which in effect create a de facto urban Rural residential/lifestyle blocks can also limit. Therefore the requirement to roll-out result in productive rural land moving infrastructure in a logical, sequenced to unproductive uses and pressures manner effectively creates limits to when on rural services and rural production and where urban growth can occur. through reverse sensitivity tensions. Both Whether urban limits are drawn on a map WBOPDC and TCC have in recent years

98 Draft SmartGrowth Strategy Residential Land 16

16. Residential Land

16.1 urban growth areas as generations one These areas relied heavily upon the Background through to four (as described in detail efficient use or expansion of the below). Figure 8 broadly illustrates the infrastructure that was either existing The original 2004 SmartGrowth Strategy location of each generation within the or planned at that time. Examples of identifies Growth Management Areas Settlement Pattern. The scope of the this type of development include infill, for residential development. Residential research includes all four generations of reticulating Papamoa sewage back to Te development is categorised into five Urban Growth Areas (including already Maunga, extending Katikati reticulation, broad types; zoned and substantially developed building Takitimu Drive and relying on the 1. Greenfield residential development land through to land identified in the planned strategic road network including 2. Intensification areas SmartGrowth Settlement Pattern and the projects like Route J to 15th Avenue. 3. General intensification RPS for urban development but as yet 4. Infill development largely undeveloped). Generation 3 Growth Areas 5. Papakaianga 16.3 Generation 3 UGAs have emerged A significant amount of work on Generations of Growth from a mix of public and private plan residential development and the changes through the 2000’s responding growth management areas, now called Generation 1 Growth Areas to growth trends and generally aligned to Urban Growth Areas (UGA’s) has been SmartGrowth thinking. They include: undertaken for SmartGrowth 2013. This Generation 1 UGAs were well established • Bethlehem West and North-West work has found that there is significant before the amalgamation of Mount • Pyes Pa West (The Lakes) capacity available in the identified Maunganui and Tauranga Councils into • Wairakei UGAs, either zoned or within the current Tauranga City Council and the creation of • Katikati (Middlebrooke, Park Road) Settlement Pattern, to accommodate Western Bay of Plenty District Council in • Omokoroa (Stage 1-East of Railway) forecast residential growth into the 1989. They cover the older, established • Te Puke (Mcloughlin Drive) medium to long term. This work has also residential areas of Tauranga, Mount • Waihi Beach (Athenree, Sea Breeze, outlined a number of challenges to the Maunganui, Te Puke, Omokoroa, Katikati, Hanlen Ave, Citrus Ave). full development of Urban Growth Areas Waihi Beach. identified in the 2004 Strategy. Generation 4 Growth Areas Generation 2 Growth Areas 16.2 Generation 4 UGA’s are within the Research informing the Generation 2 UGAs were established/ current urban limits and are logical Update zoned after amalgamation in the early geographic extensions to the existing 1990’s but prior to the initiation of urban areas. While they are identified in Research undertaken as part of the SmartGrowth in the early 2000s and the SmartGrowth Settlement Pattern and review of residential land supply include: the RPS they are yet to be zoned. The for SmartGrowth 2013 consists of • Papamoa majority of this land is within the WBOP separate reports on sub-regional • Welcome Bay District apart from Te Tumu and Pyes Pa infrastructure capacity, transport as • Ohauiti South (Keenan Road). They include: well as development viability reports on • Pyes Pa East • Te Tumu Omokoroa, Te Puke and Te Tumu and • Bethlehem Central and North • Upper Ohauiti the implications of tsunami risk to the • Katikati (Shrewsbury Park, Highfields) • Neewood/ Pukemapu Settlement Pattern. • Te Puke (Village Heights) • Pyes Pa South (Keenan Road) • Waihi Beach (Koutunui Road, Browns • Omokoroa (Stage 2-SH2 to the railway) The research assesses the potential farm) • Te Puke (Cannel Farm South, Dudley challenges to full implementation of Vercoe North) planned development of Urban Growth The Generation 2 UGAs aimed to cater • Katikati (Busby Road) Areas in relation to: for the foreseeable growth estimates • Waihi Beach (Wilson Farm, Three Mile • Development viability of each district council (as at the Creek-Emmerton Road) • Transport early 1990’s) through a mix of new • Capacity of water and wastewater greenfield areas and infill/ intensification. Development of Generation 4 UGAs infrastructure Each Council assessed their needs is dependent on meeting RPS staging • Risk from tsunami independently to each other and without criteria and completing plan change and reference to wider, sub-regional growth or structure plan processes. The timing of SmartGrowth 2013 categorises residential infrastructure considerations. Generation 4 UGAs is dependent upon

SmartGrowth Strategy 2013 99 Part Settlement BC Pattern

Figure 8. Identified Residential Urban Growth Areas of Western Bay of Plenty Sub-Region1st Generation (Pre 1990s areas subject to infill) 2nd Generation UGA (1990-2000)

3rd Generation UGA (2001-2021)

4th Generation UGA (2021-2051) RN BAY OF PLENTY Transport link ESTE W TAUR A

W G a ih Bethlehem West A i B C e O a IT c m h Bethlehem Y

o r

o Papamoa a Pyes Pa West

Pyes K a Pa t Wairakei ik a t i Te Tumu Pyes Pa South (Keenan Road) Ohauiti Welcome Upper Bay Ohauiti SH2 Pukemapu Neewood

SH2

SH29

TEL

SH36

T e

P u

1st Generation (Pre 1990s areas subject to infill)

2nd Generation UGA (1990-2000)

3rd Generation UGA (2001-2021)

4th Generation UGA (2021-2051) RN BAY OF PLENTY Transport link ESTE W TAUR A

W G a ih Bethlehem West A i B C e O a IT c m h Bethlehem Y

k 16.4 the average estimated uptake rate of o a number of complex factors including r o Papamoa a Pyes Pa West downstream growth rates in zoned Capacity within zoned Urban greenfield subdivision lots is 677 per

UGA’s, housing demand and affordability, Growth Areas year which represents an estimated 22 Pyes K a Pa t Wairaku ik development density, the ability to fund years of available capacity. The capacity a t i Te Tumu Pyes Pa West infrastructure and future sub-regional Table 2 provides a summary of the illustrated in table 2 is based on the 2012 (Keenan Road) Ohauiti Welcome Upper Bay growth rates and population changes. estimated yield and remaining capacity up Development Trends Report for the sub- Ohauiti SH2 Pukemapu to 2051 and shows that the Generation region and is likely to change as a result Neewood The viability, sequencing and amount of 2 and third Generation 3 UGAs still of the Settlement Pattern Review project. Welcome Bay South growthSH2 able to be accommodated in each have capacity for approximately 15,000 Changes resulting from the 2012 Tauranga SH29 of these UGAs will be assessed through dwellings. Based on an average uptake City Council Plan mediations relating to the Settlement PatternTEL Review project rate of greenfield subdivision over the density provisions are not reflected in the

which may result in significant changes to past 5 years (approximately 472 lots 2012 Development Trends Report. SH36

the Settlement T Pattern. Upon completion per year) there is an estimated 30 years e

P of the project,u relevant sections of the available capacity. When a 10 year average k

e SmartGrowth strategy will be updated to is applied (which recognises the mix of reflect the confirmed Settlement Pattern. higher and slower development rates)

100 SmartGrowth Strategy 2013 Residential Land 16

(Table 2) Capacity within Zoned Urban Growth Areas

Zoned Areas Estimated Dwelling Estimated Dwelling Estimated % Yield/ Capacity Capacity remaining Capacity remaining (up to 2051) (at June 2012) (at June 2012) Second Generation UGA’s

Bethlehem 3,543 1,108 31%

Pyes Pa East 2,363 360 15%

Ohauiti 1,680 500 30%

Welcome Bay 2,052 585 29%

Papamoa 11,153 2,251 20%

Waihi Beach 3,284 666 20%

Total 24,075 5,470 23%

Third Generation UGA’s

Wairakei 3,285 3,285 100%

Bethlehem West 790 560 71%

Pyes Pa West 2,926 2,717 93%

Waihi Beach 979 929 95%

Katikati 2,481 571 23%

Te Puke 3,156 906 29%

Omokoroa (Stage 1) 2,161 1,017 47%

Total 15,778 9,985 63%

Data relates to completed dwellings taken from the Development Trends Report 2012

SmartGrowth Strategy 2013 101 Part Settlement BC Pattern

The 2004 SmartGrowth Strategy development within Wairakei and Rangiuru Generation 1 and 2 projected that Generation 4 Urban (business land), Te Puke and Omokoroa Growth Areas would have the capacity to (residential land) Te Tumu economic • Access to the Port of Tauranga absorb approximately 25,000 dwellings modelling results are more positive. along Route K, SH2, Hewletts Road, however research undertaken for the Mirielees Road/Marsh Street and SmartGrowth Update indicates that Transport network challenges Matapihi Rail Bridge there are significant barriers to achieving the projected development capacity SmartGrowth 2013 has been informed Generation 3 in some of the planned Generation 4 by the Tauranga Urban Network Study UGAs. Issues relating to development (TUNS). This research integrates the • Along SH 2 at Wairoa Bridge and feasibility, transport and infrastructure strategic thinking between the agreed, Bethlehem require further consideration as outlined long term land use pattern and future • Appropriate connectivity of SH2 to below. Actions have been identified in the transport needs, performance and Omokoroa implementation plan to ensure that this form so that the transport system is • SH29/Route K roundabout further assessment is undertaken and the ‘optimised’ (in accordance with the vision • SH36/Taurikura Drive roundabout Settlement Pattern is consolidated. of the Regional Land Transport Strategy). An optimised transport system considers: Generation 4 16.5 • Land use and transport integration Challenges to full • Demand management • Western Corridor: The requirement development of Identified • Freight management for State Highway 29 to efficiently and Urban Growth Areas • Road improvements (includes safety) safely perform its identified function • Sustainable transport infrastructure as a nationally strategic high volume Comprehensive assessment of all Urban freight route means that consideration Growth Areas identified in the 2004 The optimized transport system is closely will need to be given to these issues Strategy was initiated as part of the 2013 aligned to the intervention hierarchy prior to enabling additional urban zoning Update. This work included sophisticated which promotes an approach to land use in this corridor. The NZTA currently modelling of development viability, and transport planning that considers has the Tauriko Upgrade investigation transport and other infrastructure. While low-cost, land use and demand focused project underway which is helping to this work raises some challenges to the full interventions before investing in additional progress this matter. development of identified Urban Growth infrastructure. • The development of Te Tumu and Areas (as set out below) it also allows Papamoa East will require the package SmartGrowth to respond in a proactive TUNS concludes that Tauranga has a of interventions listed in the Tauranga manner so that a sustainable Settlement well-defined urban road network that Eastern Link Network Plan including Pattern can be achieved in the long term. plays a variety of roles for inter-regional the Papamoa East Interchange and and local traffic, however continuing possible future Kaituna Link. Development viability challenges economic and population growth will • Full development of Urban Growth increasingly affect levels of service Areas in the northern corridor Development viability analysis was on arterial routes throughout the city. anticipates the package of interventions completed as part of the 2013 Update As a result of the coastal geography, included in the Tauranga Northern to analyse the cost drivers involved in the transport network has a series of Corridor Strategy. opening up new urban areas and assess constraints and arterial routes are required whether development would be feasible to carry all types of traffic. Residential TUNS along with the Tauranga given these costs. This analysis has growth, business and freight activity Transportation Strategy, and the Northern enabled SmartGrowth 2013 to take a cumulatively builds pressure within these Corridor Strategy and Eastern Corridor more market orientated assessment of corridors and will impact on the ability Strategy, outline possible interventions growth management. Understanding of those routes to fulfill their functions that respond to the cumulative effects what can be profitably delivered by the safely, efficiently and effectively. of urban and rural growth in the sub- development community will assist regional transport network. Transport in ultimately achieving a sustainable Traffic modelling to 2031 completed interventions to respond to the cumulative Settlement Pattern in the long term. as part of TUNS indicates that full impacts of growth along SmartGrowth development of identified UGAs would corridors will be competing with other Development viability modelling of present challenges with declining levels national transport projects for funding. Generation 3 and 4 UGAs indicates of service and/or capacity issues in the there are challenges in getting viable following areas:

102 SmartGrowth Strategy 2013 Residential Land 16

Water and wastewater Infrastructure enable recent public projects to be used Compared with other hazards, tsunami Challenges more efficiently, while others such as are much riskier than earthquakes (based Katikati, Pyes Pa South (Kennan Road), on estimates of deaths). Comparison of Generations 1 and 2 Upper Ohauiti, Neewood and Pukemapu the risk of tsunami and volcanic hazards present further challenges around the has not been undertaken; however, Development is occurring in the provision of water and wastewater warning systems would enable fatalities Generation 1 and 2 UGA’s steadily infrastructure and transport network to be minimised in most volcanic events. without major constraints and proceeding upgrades. Achieving viable road network to their planned capacity. performance to support the Pyes Pa Risk posed by volcanic eruption and south, Upper Ohauiti, Neewood and earthquakes (shaking) to the Settlement Generation 3 Pukemapu areas will also be challenging. Pattern is not spatially differentiated and any mitigation would apply across the The forecasted take up of Generation 3 Further analysis of these issues is whole sub-region. There are few (if any) areas creates a demand for significant new required as part of the implementation of fault lines within the Settlement Pattern capital investment by the two territorial SmartGrowth. Actions linked to further and an evenly spread volcanic risk means authorities and the NZTA. Much of this investigation of these issues can be found that these hazards do not influence where is now either built or included within the in the Implementation Plan and results of development should occur within the respective 10 Year Plans and beyond: these actions will inform the Settlement Settlement Pattern. The shaking hazard • Pyes Pa West, Bethlehem West, Pattern Review. is addressed by engineering and the Omokoroa Stage 1 and more recently Building Act. Wairakei have all created a demand Further consideration of the long term to extend and upgrade water and UGA at Welcome Bay South (Kaitemako The impact on the Settlement Pattern wastewater services through Road) suggests that the topography of liquefaction arising from earthquakes downstream areas. For example, the and fragmented land ownership has also been investigated through the Southern Pipeline project is linked to may significantly affect the potential SmartGrowth Update. the allocation of growth in this southern development yield from this area. part of Tauranga and freeing up This area has been removed from the Tsunami capacity in the west; the Waiari water SmartGrowth Settlement Pattern. scheme to serve the coast, the new The GNS research was focused on the sewer pipeline from Omokoroa into the 16.6 risks of tsunami to the identified Urban Chapel Street plant. Managing the risk of natural Growth Areas of Papamoa, Wairakei • The Tauranga Eastern Link, Pyes Pa hazards on the Settlement and Te Tumu. Wairakei and Te Tumu are bypass and the Harbour Link. Pattern. the primary focus of the report as they • Proposed Tauranga Northern Link and are largely or wholly undeveloped for Tauriko Upgrade investigation projects. Due to the coastal geography of our urban settlement. The GNS modeling sub-region, much of our residential land undertaken during the SmartGrowth Generation 3 infrastructure capacity lies within the coastal environment and update was to assist with decisions issues include: as a consequence is potentially at risk of around strategic land use, primarily for • Wairakei: There is a 1000 household coastal hazards. About 40,000 additional the purpose of assessing whether or not threshold relating to existing trunk people could be accommodated on the SmartGrowth could have confidence wastewater capacity and Papamoa coast at Papamoa extending east into in confirming Te Tumu as a future Beach Road capacity. Beyond this Wairakei and Te Tumu over the next 50 Urban Growth Area in the Settlement threshold Te Okuroa Drive has to be years. Pattern (ie that mitigation of the risk to constructed into Wairakei, new pump an acceptable level was possible). At stations have to be constructed and As part of the SmartGrowth Update, this level an assessment of the risk has new water trunks provided to service the Bay of Plenty Regional Council been undertaken for Te Tumu and as a additional development. commissioned two reports through consequence Te Tumu has been retained • Katikati: Constraints related to capacity the Institute of Geological and Nuclear in the Settlement Pattern. Reassessment of wastewater pipeline. Sciences (GNS) to better understand the of risk levels for Te Tumu will not be potential risk posed by tsunami to the undertaken from a strategic land use Generation 4 current Settlement Pattern as well as the perspective, however there will be an approach that should be adopted toward opportunity through the RMA process The Generation 4 UGA’s have further managing this risk. to reassess the level of risk prior to servicing needs, some of which will development of Te Tumu.

SmartGrowth Strategy 2013 103 Part Settlement BC Pattern

The modelling categorizes the level of risk A tsunami from the Kermadec Trench report, relating only to Te Tumu, included from 12 different earthquake scenarios would take less than one hour travel time evacuation. It found that, by incorporating and finds that the scenarios that present to the nearest coastline. This timeframe is emergency management measures and the highest level of risk to our Settlement too short for formal warning and effective including mitigation into land use planning Pattern originate from the Kermadec evacuation. While some natural signals (for example by the use of retaining higher Trench. The Kermadec Trench runs from may be able to be detected, effective areas of land and or multi-storey buildings off the tip of East Cape up to near Samoa evacuation will be dependent on the for vertical evacuation) an acceptable - a distance of approximately 1000km. preparation and implementation of an entire level of risk could be achieved to enable While the other tsunami sources may evacuation strategy. Ongoing community future development of the currently have an impact on our beaches and engagement, sustained tsunami education undeveloped Te Tumu area. harbours, they are not considered a and evacuation training is required to threat to land behind the foredunes. The ensure appropriate evacuation response It is anticipated that any future modelling GNS report acknowledges that there is to natural signals so that individuals act to undertaken prior to the development of uncertainty with regard to magnitude reduce their own risk. the Te Tumu area for residential purposes of earthquakes modelled that could be (at structure plan stage) would recognise experienced from the Kermadec Trench Future (Undeveloped) Urban Growth a comprehensive package of transport and the resultant findings in the GNS Areas and building design interventions in research reports have been determined determining how development can on a conservative and precautionary The reports found that, assuming no proceed in a way that sufficiently basis. The level of tsunami risk arising evacuation or mitigation, the study areas achieves the requirements of the Regional from an earthquake in the Kermadec of Papamoa, Wairakei and Te Tumu Policy Statement and the City Plan with Trench may alter over time as scientific would be subject to levels of risk from regard to natural hazard risk. investigation, knowledge and analysis tsunami that could exceed community improves. risk expectation levels. The second

104 SmartGrowth Strategy 2013 Residential Land 16

Established Urban Growth Areas Part of the current settlement strategy undertaken without increasing risk and for accommodating future urban growth could even reduce risk. For existing developed urban areas, a in the sub-region is to facilitate residential key aim should be to manage future intensification opportunities in established Other Natural Hazards development and subdivision within urban areas some of which are in highly an agreed ‘tolerable’ risk profile and to desirable coastal locations. This creates An assessment of liquefaction risk across reduce risk where practicable. a tension between strategic land use the western Bay has previously been planning and hazard management policy commissioned by Tauranga City Council Reducing risk in developed areas is largely that needs to be carefully considered. resulting in 2 reports: focused on emergency management i. A sub-regional assessment of work through such education While intensification has the effect liquefaction risk undertaken in 2003 programmes as ‘Tsunami Survive’. of putting more people in coastal ii. A Papamoa specific assessment of The aim of this programme is to raise areas at risk of tsunami, intensification liquefaction risk undertaken in 2006. awareness and understanding of tsunami involving multi-storied buildings and so that people are better informed and related structural design requirements To inform SmartGrowth 2013, these can take personal responsibility for action could provide opportunities for vertical reports were reviewed by GNS Science in a catastrophic emergency event. evacuation and therefore could be for an opinion as to whether this

SmartGrowth Strategy 2013 105 Part Settlement BC Pattern

Illustrations of Residential Development Types information remains best practice given in the Western bay of Plenty the knowledge that has been gained since the Canterbury earthquakes and what actions need to be taken to manage liquefaction risk on the Settlement Pattern. The following recommendations from GNS will be considered in the development of a Natural Hazard Framework for the subregion as directed by the implementation plan; a. Updating the regional liquefaction hazard map taking into account seismic hazard and using up-to-date geological data b. Future (undeveloped) Urban Growth Areas – Undertake detailed assessment of liquefaction hazard prior to structure planning so that liquefaction risk can be quantified and mitigated through the subdivision earthworks processes, including utilising contemporary ground engineering building design solutions. c. Established Urban Growth Areas – Undertake detailed assessment of liquefaction hazard in those areas identified as at risk in the regional assessment with a view to ensuring that risk mitigation is taken into consideration when infrastructure is being maintained and/or renewed.

Several high intensity rainfall events in the last few years have led to flooding of property in low lying areas of settlement in parts of the sub-region. Flooding is a natural hazard that has implications for the Settlement Pattern, particularly in established Urban Growth Areas within Tauranga City and throughout the western Bay but in particular at Waihi Beach. Tauranga City Council and Western Bay District Council are both initiating major stormwater projects to identify the scale and location of the issues to inform both immediate mitigations and long-term solutions. These projects will incorporate extensive stormwater modeling which will in turn inform the Settlement Pattern Review.

Further analysis of these issues is required as part of the implementation of SmartGrowth and will inform the

106 SmartGrowth Strategy 2013 Residential Land 16

Settlement Pattern Review. Actions Residential intensification is different to infill A substantial research project on linked to the further investigation of development. Infill development refers residential infill and intensification was natural hazards with implications on the to a situation where an existing property undertaken in 2012 to inform the update Settlement Pattern can be found in the is subdivided into two (or more) sections of the SmartGrowth Strategy. The report implementation plan. with a minimum section size (excluding titled Prospects for Residential Infill and the driveway) of 325m2 in accordance with Intensification in Tauranga City (November 16.7 the proposed Tauranga City Plan. With 2012) documents this research. The Residential Infill and infill development the existing house is overall conclusion of the research Intensification usually retained and a new house is built on was that the previous SmartGrowth the vacant section that is created (usually intensification projections for residential Background at the back of the existing house). Infill intensification to 2051 were unlikely to be development results in higher densities deliverable for a number of reasons, the Tauranga and the wider Western bay but not to the same extent as residential most prominent of these being: of Plenty sub-region are popular areas intensification. Recent research indicates • The large difference between actual which have experienced high population that there are still reasonable opportunities residential intensification development growth over a long period of time well within Tauranga City for infill development trends and the much higher target above the national average. Population and that this can make a continued projections previously contained in growth is projected to continue into the contribution to accommodating the city’s SmartGrowth future. As population grows more houses growth. • The high cost of delivering residential are required. One way of delivering intensification projects and resulting more houses is through residential In the original SmartGrowth Strategy, commercial viability and project risk intensification and infill which both result residential intensification was anticipated issues for developers in increased residential densities (a to accommodate approximately 19% of • The absence of the drivers of residential greater number of dwellings per hectare). the sub-region’s population growth out intensification in Tauranga that exist in to 2051. Development trends between large cities like Auckland such as severe While both residential intensification 1996 and 2012 indicate that residential traffic congestion, long commuting and infill result in increased residential intensification has been accommodating times and distances. densities (a greater number of dwellings about 5-6% of the sub-region’s growth. • The lack of any substantial ‘brownfield’ per hectare), they are two different forms If a low level of residential intensification redevelopment sites in Tauranga. As of development. Infill is characterised continues into the future, accommodating a result, delivery of intensification in by dividing a large section into two or Tauranga’s projected population growth Tauranga is primarily reliant on more more smaller sites while residential would require the city to spread out difficult and contentious redevelopment intensification means the comprehensive further than the SmartGrowth Strategy of the suburban residential environment redevelopment of a property (or two previously anticipated. This would or the potential redevelopment of valued or more neighbouring properties) that have effects such as the loss of more community amenities like a racecourse usually involves the replacement of any productive rural land and the need for or a golf course. existing house(s) with new dwellings. Tauranga City Council and/or Western • Medium and high density living are This form of development is characterised Bay of Plenty District Council to spend still relatively unfamiliar to most New by an increase in densities (although more on infrastructure to service new Zealanders. not always by an increase in height) suburbs with consequential impacts on and units are typically attached to each rates and Council debt. Projected levels Despite these conclusions the research other resulting in housing types such as of intensification have also been factored found that the potential amount of future duplexes, townhouses, terraced housing into financial modelling undertaken for residential intensification development and apartments. Most of the residential large infrastructure projects such as the in Tauranga could be higher than historic intensification that has occurred in southern pipeline. On the other hand, trends. For more intensification to occur, Tauranga has been in the northern part residential intensification has effects such more enabling City Plan provisions in the of Mt Maunganui, especially in the area as construction activity and in some cases Suburban Residential Zone (i.e. existing around the Main Beach, Pilot Bay and the increased traffic movement occurring residential suburbs) would be required. A main shopping area. There are also some in established suburbs next to existing more enabling planning framework in the examples in other parts of the city such houses, and cumulative changes to the suburbs would probably involve allowing as in the City Centre and in areas with character and scale of existing suburbs moderate sized, low rise, residential high amenity for example sea and harbour over a long period of time as well as the intensification projects (maybe up to 10 views. loss of private outdoor space between or 12 dwellings and two or three stories) buildings (e.g. backyards). to be built across substantial parts of the

SmartGrowth Strategy 2013 107 Part Settlement BC Pattern

Suburban Residential Zone, with some Following the completion of the work Phase Two opportunities for medium to large scale programme outline below future developments in more limited areas decisions on the contribution of residential • Further work to determine infrastructure where they could be appropriately located intensification in the SmartGrowth constraints and identify opportunities or respond to market demand. Under Strategy will be aligned with further to make use of spare infrastructure this type of planning framework the refinement of the Settlement Pattern as capacity and assist in funding projects research undertaken suggests that it is the result of new 2013 Census-based like the Southern Pipeline and likely that most residential intensification population projections. investment in the local road network. projects would occur in areas where • High level community engagement property values are reasonably high e.g. The Intensification Work Programme through the SmartGrowth Partner close to the harbour and the coast, where Forums on the costs and benefits of expansive views (especially water views) The proposed work programme is made intensification and comparison with exist and amongst areas of high quality up of a number of different workstreams other growth options housing / amenity. and will be led by Tauranga City Council • Reporting to TCC and SGIC for direction with support from the other SmartGrowth on whether to continue with the The report also concluded that more active Partners, relevant SmartGrowth Forums work programme and/or whether any involvement and leadership by Tauranga and, in some cases, other organisations modifications to it are required. City Council and other SmartGrowth and stakeholders. Partners would also assist the delivery of Phase Three residential intensification, possibly through The work programme outlined below has joint venture arrangements, the provision been drafted on the assumption that the • Consider constraints to intensification of land for development and practical City Plan could be amended to provide posed by natural hazards and potential demonstration of positive examples and a more enabling planning framework infill development benefits of intensification. which would provide more opportunity • Prepare an issues discussion document for developers to deliver residential and draft planning provisions which SmartGrowth Update approach to intensification. However commitment to strike a balance between retaining Intensification initiation of the work programme does not suburban character and amenity translate to a commitment to a change the whilst enabling commercially viable Instead of adjusting the residential City Plan. The work programme ensures redevelopment to proceed with a intensification growth projections in that opportunities for discussion with minimum of risk and red tape. the SmartGrowth Strategy downward the community and other SmartGrowth • Undertake community engagement on through the 2013 SmartGrowth Update, partners on these issues, will be actively the issues discussion document it was decided that further work was pursued before any decisions are made. • Reporting to TCC and SGIC for direction required in order to determine what on whether to continue with the the revised projections should be. As The full work programme is contained in work programme and/or whether any a result, SmartGrowth 2013 is silent appendix 5. The key elements of the work modifications to it are required. on projections/estimates for residential programme are: • A formal plan change process (or series intensification in the future, noting that of plan changes) to amend the Tauranga these are still to be confirmed. Phase One City Plan to provide further opportunity for residential intensification SmartGrowth’s interim policy position on • Further work to determine where • Future revision of the SmartGrowth the delivery of residential intensification intensification would most likely occur Strategy to include revised growth is to explore a more enabling planning from a market-led and commercial projections/estimates (not binding framework in the suburbs of Tauranga viability perspective which would targets or minimums) for residential through the completion of the work involve partnership with the intensification. programme. The work programme has development community. been developed to provide structure to the • Further work to understand the planning On-going: further research and analysis required to provisions necessary to enable/ determine new residential intensification encourage intensification and clarify • A continued ‘watching brief’ on the projections/estimates for inclusion in the the role of SmartGrowth Partners in operating environment including Strategy in the future. The Implementation delivering intensification emerging government policy and Plan contains an action directing the residential intensification provisions in completion of this work programme. the Auckland Unitary Plan.

108 SmartGrowth Strategy 2013 Residential Land 16

16.8 consolidating the existing Settlement Identification of future Urban Pattern prior to identifying additional land. Growth Areas (Generation 5) An action has been included in the Initially the original project plan for the Implementation Plan to ensure that future 2013 SmartGrowth Update anticipated decisions on generation 5 greenfield the Census would be held in 2011 and Urban Growth Areas aligns with and takes included the identification of additional into account further detailed work in the Generation 5 UGAs as part of the update following areas: project. However the findings in relation • The 2013 Census-based population to existing growth capacity indicate that projections the sub-region has an estimated 30 plus • The agreed contribution of residential years of urban land supply planned, and intensification in the Updated there is no urgency to zone or identify SmartGrowth Strategy following the additional greenfield land in the short intensification work programme and term. community consultation • Further assessment to refine and Coupled with the challenges raised in consolidate some Urban Growth Areas this section around implementation identified in the Settlement Pattern, as of the existing Settlement Pattern, identified in action 21 B1. SmartGrowth 2013 also focuses on

SmartGrowth Strategy 2013 109 Part Settlement BC Pattern

17. Business Land

17.1 requirements, suitability for high load areas primarily because of high costs Background bearing activities, financial viability and the associated with the level of infrastructure supply of commercial land for office and required to provide fully serviced business The original SmartGrowth Strategy retail activities. parks. identified a need for an additional 800ha of business land out to 2051. As a result, 17.3 SmartGrowth 2013 takes the longer this land was included in the Settlement Financial viability of industrial term view that development of Pattern and zoned at Omokoroa, Te Puke, development currently undeveloped industrial land Tauriko, Rangiuru and Katikati. Some would support the optimisation of areas of business land have not yet been The term financial viability refers infrastructure investment already made developed due to the economic downturn to whether development would be by SmartGrowth partners including and a subsequent slowing of growth in sufficiently profitable for the developer/ central Government. Growing cities need the western Bay of Plenty. landowner to be willing to undertake and to provide opportunities for economic for project finance to be secured. development and employment growth 17.2 regardless of market cycles. Therefore Research Informing the An assessment of the financial viability of industrial land identified in the previous Update undeveloped industrial land at Rangiuru, Strategy but as yet undeveloped, has Wairakei and Te Puke was undertaken been retained in SmartGrowth 2013. A review of industrial land was to inform the SmartGrowth Update. undertaken for SmartGrowth 2013. Modelling indicates that there are Recognition has been given to the serious Research into industrial land consists significant challenges around the financial development feasibility challenges which of separate reports on long term viability of industrial land in all three exist. Consideration has been given to

110 SmartGrowth Strategy 2013 Business Land 17

reducing costs through actions in the logical extension of the existing business recommendations have been picked up implementation plan directed at assessing land area at Tauriko which promotes as actions in the implementation plan. alternative infrastructure funding options cost effective servicing. The strategic and reducing levels of service to lower location alongside State Highway 29 is 17.5 infrastructure costs. The amount of within the area being actively investigated Assessment of land availability business land allocated at Wairakei and for the Tauriko Upgrade project. Long for industrial building with Omokoroa will also be reassessed as part term land use certainty at this site will high floor loads of the Settlement Pattern Review. assist in decision making required for transport infrastructure investment. A An assessment of land availability 17.4 significant amount of evidence has been for industrial buildings with high floor Long term requirements for accumulated through various planning loads in the western Bay of Plenty was Industrial land processes to support this decision undertaken by Coffey Geotechnics. The including an assessment of site suitability report assesses all industrial zoned land McDermott Consultants assessed the for industrial land in 2009, a preliminary in the Settlement Pattern and categorises long term requirements for industrial structure plan prepared through the each parcel of land in terms of its land to inform SmartGrowth 2013. The District Plan review process in 2009 and development complexity (ie whether purpose of this report was to identify the through a submission to the Proposed it could be made suitable for heavy likely long-term demand for various types Regional Policy Statement in 2011. The building loads following easy, moderate or of industrial land uses within the sub- Settlement Pattern Review will assess substantial ground improvement works, region and the implications of this on the whether any additional industrial land is or with structural solutions). quantum, general location and economic required. Providing additional industrial viability of additional land that should land will require an assessment of the The report concludes that from a be identified within the SmartGrowth likely infrastructure development costs geotechnical point of view, there is a Strategy for industrial purposes. and constraints as well as an assessment significant amount of readily developable of market uptake rates for industrial land. industrial land in the identified Settlement The report concluded that looking Pattern which is suitable for heavy load towards 2051 more land is likely to be The McDermott report also buildings. Of the total area of industrial required in the Western Corridor given recommended that development and land, approximately 785 ha (or 48%) was that the desirability of this location in financial contributions for industrial considered to be readily developable terms of its proximity to Hamilton and land (especially in the Eastern Corridor) at the time of writing (i.e. the land is Auckland are likely to result in the only should be reviewed on an on-going basis currently ‘vacant’ or ‘partially vacant’, is vacant land in this corridor at the Tauriko to determine whether growth-related of suitable size and of ‘easy’ or ‘medium’ Business Park being fully developed well infrastructure costs can be reduced development complexity). The term before the end of the 2051 SmartGrowth through alternative infrastructure delivery readily developable land is intended time horizon. This recommendation is options or reduced levels of service in a to mean industrial zoned land which also supported by the fact that Tauriko manner that ensures infrastructure is still is either vacant or partially vacant and is the only significant industrial area on ‘fit for purpose’ and cost effective from a classified in the Coffey Geotechnics the Tauranga side of the harbour and the whole of life cost perspective. report as either relatively easy or medium Settlement Pattern needs to provide a in terms of development difficulty from balance between residential and business The final recommendation of the a geotechnical perspective. Readily land in accordance with the live, work, McDermott report was that some developable land from a geotechnical play philosophy. Other factors supporting (limited) flexibility needs to be built perspective does not necessarily mean additional business land in the western into the SmartGrowth Strategy (and the land is currently available to the corridor include its strategic location in subsequently into related planning market for development. terms of access to the Port of Tauranga, documents like the Regional Policy and promotion of economic links to the Statement, City and District Plans) to This geotechnical assessment of the Waikato and Upper North Island. provide for large scale industrial activities identified industrial land confirms the that genuinely cannot be satisfactorily recommendation in the McDermott Through the 2013 Update, 50 ha of located in industrial zones through either report that additional industrial land will be industrial land has been added to the rezoning or resource consent processes required as current supply is consumed Settlement Pattern south of Belk Road on a project by project basis when the rather than because existing land supply as an extension to the Tauriko Business need can be demonstrated and the is inadequate from a geotechnical Estate. The site directly adjoins and is a effects satisfactorily managed. These perspective.

SmartGrowth Strategy 2013 111 Part Settlement BC Pattern

17.6 potential for additional local convenience The approach to commercial retail activity in suburbs where the activities existing provision is considered light; for example Welcome Bay and Papamoa An assessment of the SmartGrowth East. Higher-order comparison retail approach to commercial land was should be channelled into the existing provided for the update by Property centre network for maximum benefit. Economics. This includes proactive promotion of the Tauranga CBD as the commercial, civic The report found that the ‘centres-based’ and cultural ‘heart’ of the sub-region. policy approach outlined in SmartGrowth and implemented through the two district In terms of the provision of commercial plan reviews (WBOPDC and TCC) is office space there is an increasing fluidity appropriate and prudent given existing emerging in the office market. Continuing market supply and demand dynamics, drive towards efficiencies, cooperative and having regard to emerging trends in sharing of floor-space and technological retail and office development. trends will fundamentally change the way workers use office space. It is important Based on revised SmartGrowth that additional office development (new population projections, the existing, or upgraded) is located within defined consented and proposed ‘in-zone’ retail commercial areas to complement retail floorspace is more than enough to activity and improve the economic and accommodate predicted future retail social wellbeing of centres as a whole. To provision. help this, district and city plan provisions should not be too prescriptive or onerous The report recommends that the as to make development in appropriate strategic planning focus should remain zones unrealistic or unviable. on improving the role and function of the well-established centres network rather than duplicating the retail offerings with new currently unidentified centres.

In the WBOP District this means continued consolidation of the centres at Te Puke, Katikati and emerging Omokoroa. Within Tauranga City, there is

112 SmartGrowth Strategy 2013 Sub-Regional Infrastructure 18

18. Sub-Regional Infrastructure

18.1 to provide infrastructure capacity and • Reducing growth in the utilisation of Location and Alignment of environmental improvements. these other Partners infrastructure Sub-regional Infrastructure in investments; relation to Corridors Geographically speaking, it is evident • Compromising the funding models of that there is misalignment in where these other infrastructure investments; It is important that infrastructure the infrastructure investment identified • Requiring further infrastructure investment by public agencies delivers above has occurred to date. This poses investment to accommodate increased value-for-money and is optimised. This a challenge to maximising the use of the growth in particular areas. need has been heightened as the result of capacity it provides in the next 10 to 15 the Global Financial Crisis for a number of years. SmartGrowth Update approach to reasons, such as: alignment of infrastructure investment • Significantly less money is available to There are various reasons for this situation invest in additional new infrastructure and it is important to note that: SmartGrowth 2013 confirms that growth in the foreseeable future. Related • There are suffiecient amounts of zoned will continue as planned in all 5 strategic to this is the expectation that land which is (or is programmed to be) corridors. In light of the fact that the land existing investment in infrastructure serviced that provides opportunities for has already been zoned, the amount is optimised to defer the need for growth to continue in each corridor. of growth that takes place in each of investment in new infrastructure. • Construction of the Tauranga Eastern these corridors within the next 10 to 15 • There are significant pressures on Link (TEL) was brought forward (possibly years is fundamentally dependent on public agencies to reduce debt rather by around 10 years) because of the decisions that will be made by developers than take on additional debt (which is region’s overwhelming acceptance of in response to current and anticipated often associated with infrastructure the road being partly toll funded. market conditions. investment) • In the case of Omokoroa and the • The amount of growth and Southern Pipeline, existing trunk While the infrastructure investments are development activity has contracted infrastructure had run out of capacity not currently fully geographically aligned, sharply within the sub-region (as well and investment in ‘lead’ infrastructure overall they do align with the 50 year as nationally and internationally). This was required to allow growth in these SmartGrowth vision in the sense that puts pressure on the funding models areas to continue. they are all required to service the growth for “lead” infrastructure which rely on • The local effects of the Global Financial of the sub-region out to 2051. continued growth to provide sufficient Crisis have had a detrimental impact on revenue streams to repay project debt local growth rates and hence the rate of As part of the ongoing work to refine (e.g. through development/ financial take up of infrastructure capacity. and align infrastructure investment with contributions or tolls). growth, the SmartGrowth partners If there were measures that could be will continue to research and consider Key Infrastructure Investments of put in place to maximise the use of a alternate technologies and delivery SmartGrowth Partners particular infrastructure investment by mechanisms for key infrastructure, channeling more growth into the area it particularly water and wastewater. The SmartGrowth Partners have made services, this could have negative impacts significant infrastructure investments in on infrastructure investments made by recent years not only to accommodate the other SmartGrowth Partners in the growth as projections change but also form of:

(Table 3) Key Infrastructure Investments of SmartGrowth Partners

Partner Project Corridor

NZTA Tauranga Eastern Link Eastern Corridor

TCC Southern Pipeline Central, Southern, Western and Northern Corridors

TCC Route K Southern and Western Corridors

WBOPDC Omokoroa roading and wastewater infrastructure Northern Corridor

SmartGrowth Strategy 2013 113 Part Settlement BC Pattern

19. Transport

19.1 Bay/Maungatapu roundabout, four laning SmartGrowth takes a spatial corridor Background at Bethlehem, investment in public approach to land use and infrastructure transport and bus lanes on main routes. planning, especially transport. These Significant investment has been made corridors have formed the basis for in the sub-region’s transportation Recent Central Government investment transport activities throughout the sub- infrastructure since 2004 as part of into the East Coast Main Trunk (ECMT) region. The corridors align with and have the strategic roading network. This rail line has improved the carrying capacity helped to inform the strategic packages investment has supported and enabled and safety of the ECMT which runs of activities identified in the Bay of Plenty growth and has helped to make Tauranga between Waikato and the Bay of Plenty, in Regional Land Transport Strategy. and the western Bay of Plenty easier particular to the Port of Tauranga. to move around, providing significant The Bay of Plenty Regional Land competitive advantages. These Upgrades to rail line in the form of two Transport Strategy envisages an efficiencies also add to the strong case new passing loops have doubled rail important and growing role for rail in the for Port of Tauranga to become the capacity between Tauranga and Hamilton sub-region and identifies opportunities country’s main import/export port. Other to ensure the ECMT can continue to and key policies in order to increase the key transportation projects completed meet increasing customer demand use of rail. The initiatives identified in the or significantly underway include the for additional rail freight services. The RLTS should also now focus on linking second harbour bridge, Tauranga Eastern number of freight train services running up with the Upper North Island Freight Link, Route K, Hewletts Road flyover, between Auckland and Tauranga has Story initiative and the Upper North Island four laning of Hewletts Road through to also increased significantly over recent Freight Plan which is to be developed in Takitimu Drive, Pyes Pa bypass, Welcome years in response to customer demand. the near future.

Figure 9. Transport policy hierarchy Figure xx Transport policy hierarchy

Resource Public Transport Local Government Non-statutory Land Transport Management Act 2003 Management Act Management Act Act 2002 strategies

National energy efficiency and conservation strategy

National Policy Government Policy Statement(s) Statement Influence development May be non-statutory of Regional Land but may still o n a l Transport programmes significantly influence

N a t i in particular planning decisions National Land Transport Programme

Regional Policy Statement Regional Land Regional Land Regional Public Transport

R e g i o n a l Transport Strategy Transport Plan Programme Regional Plans SmartGrowth c a l

L o Other relevant District Plans strategies e.g. Long Term Plans Tauranga Transport Strategy Primary Relationship Gives effect to Consistent with Takes into account

114 SmartGrowth Strategy 2013 Transport 19

19.2 The LTMA is the key statute that The GPS includes the following Statutory and policy guides transport policy development overarching goal for transport: environment for transport and implementation in New Zealand. An effective, efficient, safe, secure, The Land Transport Management accessible and resilient transport system A number of national, regional and local Amendment Act (LTMAA) enacted in that supports the growth of our country’s documents influence transport policy in June 2013 has significant implications economy in order to deliver greater the sub-region. Figure 9 illustrates the for national, regional and local transport prosperity, security and opportunities for hierarchy of national, regional and local policy. The purpose of the LTMA 2013 is all New Zealanders. policy documents currently in place, but to contribute to an effective, efficient, and which were prepared prior to the Land safe land transport system in the public The three priority focus areas in the GPS Transport Management Amendment Act interest. are: 2013. 1. economic growth and productivity; Government Policy Statement on 2. value for money; and The statutory and policy context for Land Transport Funding (GPS) 3. road safety. transport is subject to ongoing change. The following summarises some of the The current GPS was issued in July 2011 The GPS states that continuing to key statutes and policies based on the and covers the financial period from progress the seven Roads of National latest information available when the 2012/13 – 2017/18 with indicative figures Significance (RONS) is a critical part of Strategy was being reviewed. for 2018/19 – 2021/22. The GPS is in the Government’s economic growth and Land Transport Management Act (LTMA) effect from 1 July 2012 – 30 June 2015. productivity priority. The GPS identifies

SmartGrowth Strategy 2013 115 Part Settlement BC Pattern

an additional four routes that may be • A continued reduction in deaths and Safer Journeys – New Zealand’s Road considered as future RONS. These have serious injuries that occur on the Safety Strategy 2010-2020 high volumes of traffic and are important network. for freight movements including port • A public transport system that is robust Safer Journeys is the national strategy access. The routes are: and effective and offers a range of user to guide improvements in road safety 1. Hamilton to Tauranga options that will attract a greater%age over the period 2010 - 2020. The Safer 2. Cambridge to Taupo of long term users. Journeys vision is: 3. Napier to Hastings • A rail system that enables the efficient 4. State Highway 1 north and south of movement of freight and complements A safe road system increasingly free of the current Christchurch motorway other modes of passenger transport and death and serious injury. projects. freight movement. • Sea and air ports that are linked to the To support the vision, Safer Journeys GPS 2012 also recognises that the overall transport network to support takes a safe system approach to road following can make a contribution to efficient nationwide movement of safety. This means working across all economic growth and productivity passengers, domestic goods and elements of the road system (roads, outcomes: exports and imports and are able to speeds, vehicles and road use) and • quality investments in public transport; respond to technological changes recognising that everybody has • improving the local road network; and changing international safety and responsibility for road safety. • investing in walking and cycling; security standards. • considering networks from a national Safer Journeys also identifies the issues perspective; and Connecting New Zealand 2011 that are priorities for road safety in New • integrated planning. Zealand and actions to address them. The Connecting New Zealand was released first priority areas are: The National Infrastructure Plan (NIP) in 2011. Connecting New Zealand • Increasing the safety of young drivers. confirms the Government’s three focus • Reducing alcohol / drug impaired driving. The NIP was released in July 2011 and areas for transport as economic growth/ • Safe roads and roadsides. outlines the Government’s intentions productivity, value for money and road • Increasing the safety of motorcycling. for infrastructure development over a 20 safety. year timeframe. The Plan sets out seven National Land Transport Programme specific goals for transport infrastructure, New Zealand Energy Efficiency and 2012-15 (NLTP) all of which have relevance for investment Conservation Strategy 2011 – 2016 in land transport from the National Land (NZEECS) The NLTP contains the land transport Transport Fund. These goals are to activities that the NZ Transport Agency achieve: The New Zealand Energy Efficiency anticipates funding over the period of the • A long term strategic approach to and Conservation Strategy was programme. transport planning which maximises the developed alongside the New Zealand potential synergies between regional Energy Strategy. The NZEECS outlines The Bay of Plenty component of the planning and central Government the Government’s priorities to make programme focuses on investment that strategies. improvements in energy efficiency, will support the key economic drivers in • A flexible and resilient transport system energy conservation and renewable the region through: that offers greater accessibility and can energy. It sets the following objective and • maintaining the existing network; respond to changing patterns in demand targets for the transport sector: • improving inter and intra-regional freight by maintaining and developing the movement efficiency; and capacity of the network. Objective: • improving network security and • Improved operational management A more energy efficient transport system, resilience. practice and the use of demand with a greater diversity of fuels and management tools especially in urban renewable energy technologies. The NLTP also invests in activities areas experiencing significant growth. designed to: • A network of priority roads that will Target: • support implementation of the Safe improve journey time and reliability, and By 2016: The efficiency of light vehicles System approach; ease severe congestion, boosting the entering the fleet has further improved • decrease road fatalities and serious growth potential of key economic areas from 2010 levels. injuries; and and improving transport efficiency, road • increase public transport mode choice safety and access to markets. and network efficiency.

116 SmartGrowth Strategy 2013 economic development by providing user options, applying efficient pricing mechanisms and prioritising higher value trips. Safety and personal Deaths and serious injuries on the region’s roads are security reduced. People understand and contribute to a safety culture that is supported by a safe system approach to road safety. Transport corridors and public spaces are safe and secure environments to use and people feel safe using them. Environmental sustainability The transport system is flexible, robust and resilient to external influences. People choose the best way to travel to improve energy efficiency and reduce reliance on non-renewable resources. Political leadership and support is shown at all levels, supporting funding for the infrastructure required for all modes to be safe and easy ways to travel. Land use and transport Long term planning ensures that transport corridors integration are protected and well designed transport infrastructure supports economic development. Regional growth patterns and urban form reduce travel demand, support public transport and encourage walking and cycling. Access and mobility Communities have access to a reliable transport system that provides them with a range of travel choices to meet their social, economic, health and cultural needs. Public health The transport system minimises the health damaging

effects of transport for all members of society. A wider Transport choice of transport options allows all individuals to 19 make the social connections and travel choices that contribute to their health and wellbeing.

The preferred strategic option in the RLTS is an Optimised Transport System. The Optimised Transport System means considering a hierarchy of interventions to optimise the performance of the region’s land transport system (Figure xx). Figure 10. to make the social connections and travel FigureOptimised xx Optimised Transport Transport System System choices that contribute to their health and wellbeing.

Intervention Hierarchy Optimised Transport System The preferred strategic option in the Integrated planning Land use and transport integration RLTS is an Optimised Transport System. The Optimised Transport System means Demand management Demand management considering a hierarchy of interventions to Best use of existing network Freight management optimise the performance of the region’s land transport system (Figure xx). New infrastructure Road improvements (includes safety) Sustainable transport improvements The RLTS is to be replaced by a Regional Land Transport Plan by June 2015.

The RLTS is to be replaced by a Regional Land Transport Plan by June 2015.Bay of Plenty Regional Land Transport Key projects from the sub-region that region’s roads are reduced. People Programme 2012/13 – 2014/15 (RLTP) Bay ofhave Plenty been includedRegional in the Land NLTP are:Transport understandProgramme and contribute 2012/13 to –a safety2014/15 (RLTP) 1. Tauranga Eastern Link; culture that is supported by a safe system The RLTP seeks funding from the 2. Maunganui-Girven Intersection; approach to road safety. Transport National Land Transport Fund for the 3. Hairini Link Stage 4; corridors and public spaces are safe and activities its contains. Consequently, the 4. Public transport investment; secure environments to use and people RLTP: 5. Freight efficiency improvements on the feel safe using them. • Identifies the region’s investment strategic routes to the Port; and priorities for transport; 6. Safety improvements on the SH2 Environmental sustainability • Lists the region’s proposed land corridor north and the SH29 corridor The transport system is flexible, robust transport activities for the period across the Kaimais. and resilient to external influences. 2012/13 – 2014/15 and prioritises them; People choose the best way to travel to • Provides a ten year financial forecast of Regional Land Transport Strategy improve energy efficiency and reduce anticipated revenue and expenditure for (RLTS) reliance on non-renewable resources. the region’s land transport activities. Political leadership and support is shown The Regional Land Transport Strategy at all levels, supporting funding for the The region’s transport investment (RLTS) sets the direction for the Bay of infrastructure required for all modes to be priorities are: Plenty’s transport system for the next 30 safe and easy ways to travel. • Regional transport infrastructure years. The vision of the RLTS is: maintenance. Land use and transport integration • Western Bay of Plenty growth. Best transport systems for a growing Long term planning ensures that transport • Eastern Bay of Plenty route security. economy and a safe and vibrant Bay corridors are protected and well designed • Rotorua growth. lifestyle. transport infrastructure supports economic development. Regional growth The region’s top ten capital improvement This vision is supported by the following patterns and urban form reduce travel activities in descending order of priority outcomes: demand, support public transport and are: encourage walking and cycling. 1. Maunganui Girven Road Intersection. Economic development 2. Rotorua Eastern Arterial. The transport system is integrated with well Access and mobility 3. Victoria Street Arterial. planned development, enabling the efficient Communities have access to a reliable 4. Tauriko Upgrade. and reliable movement of people and transport system that provides them with a 5. Safety Retrofit – Bay of Plenty. goods to, from and throughout the region. range of travel choices to meet their social, 6. Katikati Bypass. The transport system supports economic economic, health and cultural needs. 7. Rotorua Transportation Centre. development by providing user options, 8. Tauranga Northern Link. applying efficient pricing mechanisms and Public health 9. Hairini Stage 3 and 4. prioritising higher value trips. The transport system minimises the 10. Domain Road Four-Laning. health damaging effects of transport for Safety and personal security all members of society. A wider choice The RLTP is to be replaced by a Regional Deaths and serious injuries on the of transport options allows all individuals Land Transport Plan by June 2015.

SmartGrowth Strategy 2013 117 Part Settlement BC Pattern

Bay of Plenty Regional Public • Maintain service levels. • Ring Road North – North Western Transport Plan 2012 (RPTP) • Deliver target peak time service levels. Corridor • Deliver target off-peak service levels • Ring Road North – Eastern Corridor The RPTP was developed to give effect and targeted services. • Ring Road South Corridor to the public transport components of the • Internal Peninsular Corridor. RLTS. Tauranga Transport Strategy 2012 – 2042 (TTS) 19.3 Public transport objectives Transport infrastructure The RPTP sets out the following The Tauranga Transport Strategy 2012- within SmartGowth Corridors objectives for public transport in the 2042 is currently being reviewed. The region: draft TTS identifies, describes and The SmartGrowth Central Corridor • Networks and services – reliable and prioritises the actions required to deliver integrated public transport services that the city vision of a place that is easy and The Tauranga Urban Network Study go where people want to go. safe to move around, and a place that is (TUNS) has identified three distinct • Fares, ticketing and information – fares, built to fit our hills, harbour and coast over sub-corridors within the central corridor, ticketing and information systems that the next 30 years. each performing different functions for a attract and retain customers while variety of road users. These are illustrated covering a reasonable proportion of Objectives for the transport network in in figure 11. operating costs. Tauranga are: • Infrastructure – high quality and • Efficient: Economic Growth and I. The Ring Road North accessible public transport infrastructure Productivity that supports safe and comfortable • Effective: Land use and Transport A key current and future function of the travel. Integration, Environmental Ring Road North Corridor is to provide Sustainability, Access and road freight access to the Port of Public transport services Mobility. Tauranga for import and export of primary The RPTP identifies the following public • Safe: Safety and Personal products: transport service layers: Security, Public Health • To/from the Waikato via State Highway • Regional Strategic corridors - along (SH) 29, ‘Route K’ and SH2 which a number of Urban Connector The draft TTS identifies the following key • To/from the Coromandel and Hauraki services converge to create enhanced transport issues for Tauranga: Plains via SH2 (through Bethlehem) levels of service for public transport • Growth • To/from the central North Island (e.g. users. • Safety Taupo) via SH2 (to Paengaroa) and SH33. • Urban Connector routes - provide the • Network resilience • To/from the Eastern Bay of Plenty via levels of service that are necessary for • The role and demand for non-car travel SH2 and its major primary industry public transport to be a viable option for • Access, severance and mobility processing centres at Kawerau, commuting and other daily travel needs. Edgecumbe, Whakatane other • Rural Connector routes - provide access The draft TTS then considers strategic provincial freight generators and links to to essential community goods and responses in nine key implementation Gisborne and the East Coast. services, and connections to Regional areas to respond to the identified issues: Strategic corridors and Urban Connector • Safety The Government Policy Statement on routes. • Asset Management Land Transport Funding (GPS) puts • Travel Demand Management a high priority on improving freight Targeted services in the Bay of Plenty • Public Transport efficiency across New Zealand. As the include Total Mobility services and ferry • Walking and Cycling country’s largest export port by volume, services. Targeted school services • Access and Mobility it is essential to ensure that this corridor are a potential future option following • Parking operates as efficiently as possible, the transitioning of school children in • Rail enabling freight operators to transport Tauranga from Ministry of Education • Road Network goods to market. Linked to this, the role funded school transport services. of the East Coast Main Trunk railway line These are subsequently integrated into in reducing truck trips to the Port and Public transport investment priorities five packages of activities: supporting efficient access to Auckland The investment priorities for public • Ring Road North – South Western and the Waikato is recognised and transport in the RPTP are: Corridor supported.

118 SmartGrowth Strategy 2013 Transport 19

Figure 11. Transport Areas within the Central Corridor

Transport Areas

Internal Peninsula

Ring Road North

Ring Road South

Competing with the key freight function access to employment and commercial III. The Peninsula in this corridor is regional demand for centres for developing residential areas private vehicle access to the city centre alongside and south of State Highway 29 The Peninsula Corridor provides for a and through the city from Tauranga’s over the next 30 years. The constrained wide variety of traffic functions, typical peri-urban (e.g. Bethlehem, Otumoetai, physical geography of this corridor of an urban arterial network in New Papamoa) and rural hinterland (e.g. focuses travel demand along and across Zealand. Intra-regional freight, tourist, Katikati, Te Puna and Omokoroa). The SH29, between the SH29/Route K commercial, commuter and other private same section of corridor also provides intersection and the SH2/29 intersection traffic functions are ‘in the mix’ across for tourist trips along the Pacific Coast at Te Maunga. the peninsula and are added to by the Highway – another major contributor to convergence of city-bound trips from the the regional and national economy. A second function which will again Ring Road North and South Corridors. increase over time is to provide an II. The Ring Road South alternative route for through traffic to Enabling good connections between the relieve the Ring Road North Corridor and Peninsula and Ring Road North Corridors The increasing function of this corridor is enable the continuation of high quality will assist with continuing to separate to provide for intra-regional and city-wide access to the Port and City Centre. shorter and longer distance trips in coming years.

SmartGrowth Strategy 2013 119 Part Settlement BC Pattern

The SmartGrowth Eastern Corridor The SmartGrowth Western and imports and exports as shown in Table 4. Southern Corridors The Tauranga Eastern Link (TEL) Network There is significant potential for increases Plan (2011) has been developed for the A Strategy is still to be developed for in the volume of port related freight trips Eastern Corridor. This Network Plan these two corridors. Once this work across the arterial network to 2041. Some outlines the considerable investment that has been completed a package of insight into this can be gained from the both central and local government, as well activities will be developed to support recent UNISA Port Study report which as the private developers and landowners, residential and industrial development, provides details of current and future have committed to and aligned, to address safety and route security issues, freight handling scenarios. ensure certainty of development and and ensure efficiency to support the the subsequent prudent provision and movement of freight and people. Container throughput is expected to grow funding of infrastructure. The network by between 2.4% and 3.1% per annum plan includes: 19.4 over the period to 2041 (cumulatively • An outline of the strategic context that The role of western Bay as a 100% to 143%). Bulk goods throughput supports the planning and delivery nationally significant freight such as logs, forestry products etc. is of the TEL, within a wider regional transit centre expected to grow by between 1.6% and framework. 2.3% per annum over the period to 2021 • Details of the integration of land use, The Port of Tauranga (cumulatively 58% to 91%). transport and investment to ensure optimisation of the TEL, including the Activities that occur within Tauranga City Freight integration with the local transport (currently New Zealand’s sixth largest city network, land use and associated with an estimated population of 115,700 in The wider Bay of Plenty region has the infrastructure. 2011) and the wider western Bay of Plenty highest heavy vehicle weight intensity • A summary of key issues, risks and sub-region contribute significantly to the on roads in the country (214.8 thousand opportunities, including the action(s) nation as a whole. The Port of Tauranga is tones/km compared with the New being undertaken or proposed to take one of New Zealand’s major international Zealand average of 106.5). In terms of advantage of or address these. gateways to the global economy. In 2011, the regional split of freight movements, the Port handled approximately 15.4 the Bay of Plenty Regional Freight Study The SmartGrowth Northern Corridor million tonnes of imports and exports. This 2010 showed that approximately 54% of is 78% more international cargo than its total freight moved was within the Bay of The Tauranga Northern Corridor Strategy nearest competitor. Plenty Region, 35% was within the Upper was developed in 2009 to provide an North Island area and the remaining integrated land use and transport picture Predominant flows to and from the Port proportion (11%) was within external for the Northern Corridor. Since then there of Tauranga include: regions. See Table 5. have been a number of influences (eg • Manufactured and containerised goods growth location and yields, change in land between Auckland and Tauranga. A The Regional Land Transport Strategy use, road safety) which have served as a significant portion of these goods are and supporting research anticipates a catalyst to initiate a review of the corridor delivered via the Metroport inland port significant increase in total freight flows strategy. The Northern Corridor will be in Onehunga which transfers customs- by 2040. This increase is currently reviewed within the broader SH2 corridor bonded freight via daily scheduled rail estimated at around 60%. See Table 6. between Pokeno and Tauranga. services (currently 6 return services per The RLTS contains a strategic package day). The Rail Network for this corridor which includes • Timber and logs, mainly from eastern addressing safety issues on SH2 in the Bay of Plenty, Rotorua and the central A key element of the freight supply chain short term, supporting growth in local North Island is the East Coast Main Trunk rail line commuter movements through capacity • Kiwifruit from the Western Bay of (ECMT). The ECMT runs parallel with improvements in the longer term, while Plenty coastal plain SH2 from Apata, looping to the north recognising the role that SH2 will continue • Dairy from the upper North Island, through Bethlehem to access the Sulphur to play in providing for intra-regional freight predominantly the Waikato region Point container terminal. The route then movements. The East Coast Main Trunk • Liquids, liquefied gases and liquid fuels continues through the city centre along rail line will require continued capacity from the upper and central North Island. the Strand, crosses the Matapihi Bridge to improvements as it plays an increasingly access the Mount Maunganui wharves, important role in the movement of inter Split across two sites, the POT handles a Mount Maunganui industrial area with a and intra-regional freight. significant proportion of New Zealand’s connection to Kawerau and Murapura.

120 SmartGrowth Strategy 2013 Port of Tauranga Key industrial Mt Maunganui activity centres

Future industrial activity centres

Greerton Tauriko

Figure 3-3: Key Industrial and Commercial Areas

Industrial Land Long term requirements for industrial land have recently been considered as part of a SmartGrowth Strategy Review20. It was recommended that the settlement pattern identify additional industrial land in the Western (SH29) Corridor for potential development in the medium term. This is based on the desirability of the location and the likelihood that the only vacant land in this corridor at the Tauriko Business Park will be fully developed well beforeTransport the end of the 2051 SmartGrowth time horizon. 19 The review also suggested that limited flexibility needs to be built into SmartGrowth (and subsequently into related planning documents) to provide for industrial activities that can’t be satisfactorily located in industrial zones. Port of Tauranga The Port of Tauranga is a nationally strategic destination as described in the Introduction to this document. Split across two sites, the POT handles a significant proportion of New Zealand’s imports and exports as shown in Table 3-8, below.Table 4. Port of Tauranga Throughput Volumes 20121

Percent of national (2012) Weight 30 Export Value 27 Weight 18 Import Value 11

Table 3-8: Port of Tauranga Throughput Volumes 2012 Table . Bay of Plenty Regional Freight Flows 2006/71

Page 27

Table 3-10: Bay of Plenty Regional Freight Flows 2006/0723

The Regional Land Transport Strategy and supportingTable 6. research anticipates a significant increase in total freight flows byForecasts 2040. This of increase growth is in currently Freight estimated Traffic to at 2040around1 60%.

24 Table1This information 3-11: is Forecasts from the draft Tauranga of growth Urban Network in StrategyFreight 2013 Trafficwhich is yet toto be 2040approved. Rail A key element of the freight supply chain is the East Coast Main Trunk rail line. With over a third of New Zealand’s rail traffic, the region’s rail network is the most densely utilised sector of the The rail nationalnetwork services rail network the 25. In 2010,most some densely 40% (approximatelyutilised sector of the 5 million tonnes)loops, better of freight signalling through and potentially 26 transportationPort of of Tauranga bulk freight wasbetween carried bynational rail26. rail network. In 2010, some 40% double tracking if required. Significant primaryThe producers UNISA such investigation as the dairy and indicated (approximately that growth 5 million of throughput tonnes) of freight processed investment by the isPOT being could made as part of the timber industries.significantly It also increase provides athe critical total railthrough freight Port movementsof Tauranga was by carried 2041. by This increaseKiwirail Turnaround is currently Plan to improve freight networkestimated for large volume at around containerised 75%, subject rail. to The their UNISA being investigation available indicated capacity on efficiencythe line. and increase load handling import/export haulage between the that growth of throughput processed by capacity and service frequency between Key elements of the rail network may suffer from congestion in the future as it is predominantly Port of Taurangasingle track. and distribution The dedicated hubs rail linethe POT from could POT significantly to the North increase Island the MainHamilton Trunk andline Tauranga. seems likely to includingreach the Auckland capacity Metroport before and2041. Thistotal growth rail freight will movements be managed by 2041. incrementally This by Kiwirail through Hamiltonadditional Crawford Street passing inland loops, port. betterincrease signalling is currently and potentially estimated at double around trackingPrevious if required.studies have Previous also raised concern 2006/7 studiesdata used have in the also 2010 raised Upper concern75%, about subject the tocapacity their being of availablethe rail connectionsabout the to capacityMurupara of the and rail connections North IslandKawerau Freight to Study manage and the projected Bay of logcapacity traffic. on Itthe is line. expected Key elements that theseof the issuesto Murupara will be andresolved Kawerau to manage commercially between the interested parties e.g. through deployment of increased rolling stock, Plenty Regionalcommercially Freight Studybetween indicates the interestedrail network parties may e.g. suffer through from congestion deployment projected of increased log traffic. rolling It is stock,expected passing loops and improved signalling. 11.1 millionpassing tonnes loops of freight and was improved moved signalling.in the future as it is predominantly single that these issues will be resolved between 3.2.4the regionsTourism of the Upper North track. The dedicated rail line from POT to commercially between the interested Island. 30% of this was moved by rail. the North Island Main Trunk line seems parties e.g. through deployment of Tourism is a notable economic activity for the TUNS study area. Although the effects of tourism likely to reach capacity before 2041. This increased rolling stock, passing loops and will not significantly impact on the performance of the TUNS network, its importance to the city 1 With overeconomy a third of requiresNew Zealand’s it to railbe incorporatedgrowth will as be a managedcomponent incrementally of the network improved function. signalling . traffic, the region’s rail network is the by Kiwirail through additional passing The effects of tourism on the arterial road network are: x Predominant tourist facilities in the TUNS area are located in theSmartGrowth city centre Strategy and 2013 121 around Mount Maunganui. Facilities for tourists are both diverse and highly seasonal, it is reasonable to assume that they generally only have a low peak impact on transport networks. x Gateways include the cruise ship berth and Tauranga Airport. x The Pacific Coast Highway is signed through the city along State Highway Two. Based on the State Highway Classification System this route is identified as accommodating in the region of 20,000 tourist trips per year.

23 23 Regional Land Transport Strategy and supporting research papers 24 24 Regional Land Transport Strategy and supporting research papers 25 25 Source: Bay of Plenty Regional Land Transport Strategy and supporting documents 26 26 Source: Bay of Plenty Regional Land Transport Strategy and supporting documents

Page 29 Part Settlement BC Pattern

19.5 Connectivity passing loops, additional rolling stock, and SmartGrowth aspirations expanded loading and storage facilities. for strategic transport Improved inter-regional connections, Longer term, investment may be required infrastructure particularly to Hamilton and Auckland, to support development of inland ports will allow firms and workers in the Bay of or freight hubs which are likely to have a Road Network Plenty to interact more effectively with greater role in the future rail system. those in the other centres. The Tauranga Given the international gateway Northern Link is an important connection The East Coast Main Trunk (ECMT) role played by the Port of Tauranga, for the sub-regional and regional economy rail line provides a major link for freight investment in more efficient freight and provides a connection for tourism, movement between Auckland, Hamilton management is likely to generate manufacturing and primary export and Tauranga and further east to Kawerau significant downstream economic sectors to the Port of Tauranga including and Murupara. The ECMT is critical benefits for the upper North Island. forestry and aquaculture and horticulture. to inter and intra-regional movements Therefore, investment should focus on An improved transport network in the between major industries and the Port developing a freight priority network northern corridor will also improves sub- of Tauranga and risks to it’s resilience are comprising the strategic routes servicing regional connectivity with the northern nationally and regionally significant. 40% the Port of Tauranga. This needs to be Urban Growth Areas of Omokoroa, of the freight moving to and from the Port aligned with the main freight demands Katikati, and Waihi Beach. of Tauranga moves by rail and volumes and support high productivity vehicles. are forecast to increase significantly. Development of the network should In terms of improving connectivity to Continued investment in improvements include actively looking for opportunities future (undeveloped) Urban Growth such as passing loops and potentially to better integrate with rail and coastal Areas, the Tauranga Eastern Link Network double tracking will be required to provide shipping through land use zoning and Plan defines packages of activities that route security and ensure provision of network management measures that include state highways and the local adequate freight moving capacity is seek to minimise conflicts between road network to optimise the TEL and maintained. freight vehicles and other traffic. maximise the benefits of investment and provide connections to future Urban Passenger Rail State Highway 29 – Tauriko Bypass Growth Areas such as the Kaituna Link and Future Road of National and the Papamoa East Interchange. Passenger rail may also have a role to Significance The Papamoa East Interchange has play in providing for the inter-regional been designated as part of the TEL and movement of people between major The SH1/29 link between Hamilton relies on Tauranga City Council funding centres in the upper North Island. and Tauranga has also been identified through development contributions. The There are also possible longer term in the Government Policy Statement Kaituna Link has not been designated or opportunities for commuter rail in the on Land Transport Funding 2012/13- investigated and the expectation is that western Bay of Plenty sub-region. 2021/22 (GPS 2012) as a possible this infrastructure would be provided by However, for such investment to be cost future Road of National Significance the developer. effective, passenger rail would need to recognising the important inter-regional be supported by the development of function performed by this route. Freight Rail Network higher density residential nodes around volumes on this route are forecast rail corridors. to increase significantly over the life Investment in the rail network should of the strategy, particularly when the focus on supporting the inter and intra- Public transport Waikato Expressway (SH1) provides a regional movement of products to and more efficient link between Auckland from the Port of Tauranga to ensure Investment should be focused on the and Hamilton. Therefore, the continued there is sufficient capacity to meet improvement of urban services and upgrading of this route is essential to projected freight demand increases, infrastructure. The continued expansion of maintain safe and efficient inter-regional and possible changes in the pattern of service sectors and movement towards access. Development of SH1/29 as a demand resulting from the introduction higher value added activities in the RONS is also supported by RLTS policy of larger ships. Capacity increases will be regional economy will increase passenger 3: promote, develop and protect SH1 and required on the East Coast Main Trunk flows in the larger urban centres. SH29 as the strategic long term corridor line, and to transport logs and forestry There will also be increased access connecting Auckland and the Waikato products from Kawerau and Murupara. requirements as the urban population with the Bay of Plenty. Improvements will involve extensions to ages. High quality urban bus networks

122 SmartGrowth Strategy 2013 Transport 19

will play a critical role in improving urban accessibility while maintaining urban amenity, enabling better use of existing road network capacity. Bus services will need to be supported by the development of quality terminals and interchanges, bus priority measures into central locations, integrated ticketing and park and rides.

Walking and cycling

Investment should focus on the delivery of strategic urban cycle networks in Tauranga. The integration of existing networks with high quality connections to new urban growth areas should also be encouraged. In terms of walking, priority should be given to pedestrian improvements that support key activity centres, such as town centres, complement increases in public transport, or integrate with new urban growth areas. Measures should be provided to maximise the safety of vulnerable road users.

SmartGrowth Strategy 2013 123 Part Settlement BC Pattern

20. Infrastructure Funding

20.1 20.3 contributions. One of the downsides of Background Funding Options targeted rates is that overall cost is much higher than a development contribution The costs associated with servicing The standard approach by TCC and because debt is repaid much more slowly new greenfield urban growth areas with WBOPDC to fund growth related with greater interest costs on project debt appropriate infrastructure are high. These infrastructure is to raise debt and repay incurred that have to be funded. costs put significant financial pressure on it through the collection of development TCC, WBOPDC and NZTA, and flow on contributions or financial contributions. Regardless of which funding source is to developers and home builders in the The main other funding sources available used for growth-related infrastructure, form of comparatively high development/ at present are general rates (including they all rely initially on debt funding. financial contributions (although these volumetric water charges) and targeted Again, there is significant pressure from costs vary relative to the costs of rates. central Government and ratepayers in servicing particular areas). general to reduce council debt burdens. Reliance on debt and development This does not necessarily sit well with In most cases the development of / financial contributions may not be the infrastructure investment required specific areas in the western Bay sustainable in the future. This is due to to accommodate population growth or of Plenty sub-region is reliant on the high contribution amounts payable central Government’s emerging view that improvements to the transportation in new urban growth areas which reflect councils should be opening up more land network, including the state highway the high cost of infrastructure required supply for urban development (given the network and important urban arterials. to service these greenfield areas. This additional infrastructure servicing costs There are limited funds available to NZTA approach has significant financial risks this would necessarily entail). and Councils for improvement projects. for councils in relation to high cost Alternative funding mechanisms therefore ‘lead’ infrastructure projects due to the Alternative funding options for growth need to be identified and implemented to possibility of future growth rates being related infrastructure and new capital fund certain projects where investment in significantly lower than expected. This projects could also include: the transportation network is required. could result in a situation where interest • Regional wealth costs on projected debt exceed the • Zero or low interest loans by the 20.2 amount of contributions being collected. Government Investment Approach • Central Government grants and There is a growing need for financial subsidies In recent years the western Bay of Plenty modelling and value engineering with • Public / private partnerships has made significant progress toward the regard to the provision of infrastructure, • Tolling / congestion charges development of a high quality transport particularly where it is debt funded by • Tax increment financing network. Ongoing investment is required Council’s and includes the cost of capital, • Value uplift / betterment levy to anticipate future needs as well as which is passed onto the consumer • Regional income or payroll tax improving the network as current and in the form of development / financial • Regional GST / sales tax new growth areas occur. contributions. • Regional fuel tax and road user charge / diesel levy To achieve value for money from the Less reliance on development / financial • Visitor taxes existing transport investments there is contributions would result in increased • Airport departure tax. a need to adopt a variety of transport rates to fill the funding shortfall. However planning approaches particularly: there is significant pressure from central Central Government support is crucial a) integrated land use and transport Government and ratepayers in general to to the implementation of most of these planning to deliver the ‘Live, Learn, keep rates increases low. alternative funding options because they Work AND Play’ philosophy across would require new legislation. However mixed use growth areas Targeted rates are one way in which the Government and its agencies have b) managing traffic demand by costs could be funded more directly from shown no inclination in recent years to providing improved mode choice, those that benefit or create the need for address the funding issues faced by encouraging more efficient trip making expenditure, rather than the costs being councils in higher growth areas like the and providing alternatives to travel spread across all ratepayers. A targeted western Bay sub-region. c) optimising use of the existing rate would allow costs to be spread over network by allocating and sharing a number of years rather than being road space between users according paid in one large upfront instalment as is to appropriate priorities. the case with a development / financial

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20.4 costs can be reduced through alternative SmartGrowth Update infrastructure delivery options or reduced approach to infrastructure levels of service in a manner that ensures funding infrastructure is still ‘fit for purpose’ and cost effective from a whole of life cost Further work will be delivered through perspective. implementation of strategy actions to ensure that a sensible and achievable The Implementation Plan also contains funding plan is in place to deliver the actions focused on further investigation of infrastructure that will be required to collaborative funding options including: implement the Settlement Pattern. • Establishing a consensus building group to complete a gap analysis between Minimising the cost of infrastructure projects and potential funding sources should be an important aim of any • Interacting with Government through council to address the funding its Better Business Case approach in challenges associated with growth- order to negotiate key Government related infrastructure. Maximising the funded projects for the Bay of Plenty use and return on existing network and to prioritise investment from a infrastructure investment is also Central Government perspective. fundamental to assisting these funding challenges. SmartGrowth 2013 directs a reassessment of infrastructure requirements and costs to determine whether growth-related infrastructure

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