Draft Canterbury Regional Land Transport Plan 2021-31

CANTERBURY REGIONAL COUNCIL Kaunihera Taiao ki Waitaha

Prepared by the Regional Transport Committee, a collaboration of the region’s councils and Waka Kotahi NZ Transport Agency February 2021

DRAFT DRAFT Contents

Foreword 4 Joint statement 6 Introduction 8 Our region 9 Economic factors 10 Impact of Covid-19 11 Landscape 12 Resilience and climate change 13 Our people 14 Expected growth 16 Transport systems 17 Road 17 Cycleways and active transport 18 Public transport 18 Public transport futures 19 Rail 20 Air 20 Sea 21 Transport and land use integration 22 Policy context 23 Core statutes 23 Other national policy context 24 Local and regional policy context 26 Strategic framework 28 Ten-year transport priorities 29 Fit with strategic context 35 Policies 36 Programme and funding 38 Proposed business as usual activities 40 Proposed regionally significant activities 48 Expenditure and revenue forecast 55 Monitoring indicator framework 56 Appendices 59 Glossary 73

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Strategic Context

Foreword

As the chair of the Canterbury Canterbury’s transport network develops Regional Transport Committee over successive generations, planning (RTC) I am pleased to present this and replanning. The network provides us draft Regional Land Transport with access to economic, cultural and Plan (RLTP). social opportunities and contributes to making Canterbury a great place to live. The Plan is comprehensively reviewed The current network has some enduring every six years and we have taken a attributes: strong collaborative focus with territorial • It reaches deeply across our large authorities and Waka Kotahi NZ Transport region to keep communities Agency to develop this plan for the connected from the mountains to region. Our aim has been to ensure the the sea; ki uta, ki tai plan reflects the Canterbury community’s desired future for their transport • It is changing quickly to support network, and that it will meet their growing urban populations in Greater ever-changing needs. Christchurch • It provides a safe way for people and The Canterbury Regional Transport goods to be moved around our region Committee is a statutory body established and beyond. under the Land Transport Management Act 2003. The Act requires Environment These enduring attributes need to be Canterbury to appoint a councillor from supported in our planning as they lead each territorial authority to the Committee, to improved economic, cultural and as well as a representative from Waka social outcomes. However, there are Kotahi. In Canterbury we value this serious challenges that impact the future arrangement as it ensures local community effectiveness of our transport network: aspirations are considered at the regional • The resilience of our network – with level and communicated nationally. climate change, the resilience of our network will continue to be tested The Committee’s principal task is to as extreme events occur at a more identify key transport-related outcomes, frequent rate. In the long term we objectives and issues for the Canterbury need to shift from a network that can region and create a prioritised programme recover, to a network that continues to of transport activities to address them. function during adversity These are articulated in the Plan. This is not an easy task as activities submitted by • The environmental impact of the local councils and Waka Kotahi have been network – reducing transport related identified through complex modelling, to greenhouse gas emissions is part of our identify the optimal activities for inclusion. responsibility as kaitiaki, in addition to ensuring the transport network continues to contribute to the wellbeing of future generations.

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Our last Regional Land Transport Plan A joint statement from the South Island noted future innovations and we have Regional Transport Committee Chairs already seen the implementation of some Group has been included in this Plan and of these including remotely controlled highlights this need to work together. rail engines, e-bikes and electric scooters Collaboration across the South Island is for active transport, and algorithms to particularly important as critical freight and plan on-demand public transport routes. visitor journeys cross regional boundaries This Plan seeks to position Canterbury to and connect to both Stewart Island and the continually harness the potential of new North Island. technologies that optimise the use of the network and increase the rate of transition Finally, I want to thank all the people towards improved environmental, social who have worked hard to bring this plan and economic outcomes. together. Nā te rourou, nāku te rourou, ka ora ai te iwi. With your food basket and In this draft Plan, we propose to introduce mine, we all live well. headline targets: to reduce road deaths and injuries; to reduce transport emissions contributing to climate change; to reduce impact on the road network by moving Peter Scott more of the region’s ever-growing freight Chair, Canterbury Regional load by rail. The first two of these align the Transport Committee region to national targets. The latter builds on our research showing that this modal shift is economically and environmentally astute for the South Island. A core factor in achieving our collective vision is to ensure our investment is addressing the large-scale challenges we face. Quarterly reporting against the monitoring framework, to the Regional Transport Committee, will support us to monitor progress against the objectives of the Plan and enable robust, evidence- based investment decisions. The Committee welcomes the opportunity to collaborate with central government, councils outside our region, private sector partners, our communities and all those affected, to improve transport outcomes in Canterbury and across the South Island.

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Strategic Context

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Joint statement from the South Island Regional Transport Chairs

The transport system provides the These shared priorities form the priorities arteries and veins that bring life to of this group and are listed below. our communities, support regional prosperity and improve the overall Priority areas wellbeing of the South Island. The transport system connects our 1. Advocacy for transportation in the South communities, allowing people to Island, including tracking how central travel safely and efficiently across government investment, including our diverse landscapes, and enables the National Land Transport Fund the safe and efficient movement of and Provincial Growth Fund, is being freight. It is imperative to ensure allocated across the country the transport network is working as 2. Resilience of the transport network effectively as possible. 3. Freight journeys across the South Island The South Island Regional Transport 4. Tourism journey improvements across Committee Chairs Group was formed in the South Island 2016 for this purpose. The Group seeks to 5. An enabling funding approach for significantly improve transport outcomes innovative multi-modal (road, rail, air, in the South Island through better inter- sea) solutions regional collaboration and integration. 6. Explore opportunities for inter-regional public transport. The Group is focussed on ensuring the South Island stays at the forefront of central government thinking. The formation of the Group recognises that the South Island advocating with one voice is more effective than seven regions advocating independently on the same matters. This approach seeks to ensure that the needs and aspirations of our South Island communities are recognised and understood by the Central Government. We want to be seen by Central Government as a group of 1 million people with a common aspiration for our transport system. Notwithstanding, each region in the South Island has unique characteristics, but at the same time, will share similar transport priorities and challenges.

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Strategic Context

Introduction

The Canterbury Regional Land The aim is to have an agreed regional Transport Plan (RLTP) sets out programme which contributes to shared the current state of our transport prosperity - economic, social, cultural network, the challenges we face, and environmental. In alignment with this and the priorities for future requirement, the RTC defined a theme for investment. The plan sets out: the draft RLTP early in discussions: A rising • the context in which the transport tide lifts all ships. system operates In developing the draft RLTP, the • the vision and strategic objectives for Canterbury Regional Transport Committee the transport system (RTC) has taken into account the strategic • the priorities for investment – key direction provided by the Government areas where further investment is through the Ministry of Transport’s required in order to achieve the vision Outcomes Framework and the Government and objectives Policy Statement on Land Transport. • a prioritised regional programme The Committee has also been mindful of transport activities. of the planning and investment work This RLTP was developed by the Canterbury completed by Waka Kotahi in Arataki, the Regional Transport Committee (RTC). Transport Agency’s 10-year view of what The RTC is a joint committee of the is needed to deliver on the government’s region’s councils1 as well as Waka Kotahi. current priorities and long-term objectives Developing the RLTP is the primary role for the land transport system. While of the RTC and is a requirement for each this draft RLTP acknowledges the work region’s RTC across New Zealand. It is completed to develop Arataki, our focus is part of the nationwide process in which on delivering a strongly regional response – local councils, regional councils and from our region, for our region. Waka Kotahi work together to identify the This draft RLTP was developed during the problems and prioritise investment in the COVID-19 pandemic. While the pandemic land transport network. creates uncertainties, it has not changed The vision for Canterbury’s transport our collective vision and objectives. We network in this RLTP is to provide all will continue to advocate hard at a national transport users with sustainable options level for the region’s transport needs to be that move people and freight around and acknowledged and met. through our region in a safe and efficient way that enables us to be responsive to future challenges. Our work programme must consider and include projects that benefit all of Canterbury. While a local authority may wish to advance a particular project, we must look to the regional benefits that flow from it.

1 Excluding Waitaki, which is part of the Otago Southland Regional Transport Committee. DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Strategic Context 9

Our region

Transport connects people to As technology, demographics and land services, recreation opportunities, use change, our region needs to be able to employment and education, evolve and deliver a sustainable, resilient, and it contributes to our wellbeing multi-modal transport system for the safe, as individuals, communities and efficient and effective movement of people a region. and goods. A successful land transport system The objectives of this draft RLTP reinforce provides people with choice about the the need for a network that improves way they travel. It moves people and the wellbeing of Cantabrians, enhances freight safely, sustainably and efficiently, regional prosperity and provides better contributing to prosperity. The system must freight transport options. The network must be resilient to external influences, including also be resilient to a range of stresses, natural and climate hazards. reinforce and contribute to road safety goals, and facilitate sustainable Our starting point for development of this transport choices. draft RLTP is a region that is the largest in New Zealand by land area, with 44,508 We will achieve these objectives through square kilometres of disparate landscapes. effective advocacy for our transport The Canterbury region is also very diverse, programme and through evidence- being home to the second-largest urban based programmes proposed by regional area in New Zealand – Greater Christchurch territorial authorities that identify and – and also a number of largely rural prioritise investment. districts with small populations. Our size and diversity mean the issues for our urban areas differ significantly to those faced by less populated, rural or remote districts; an uneven population distribution is a core feature of Canterbury.

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Strategic Context

Economic factors Canterbury drives much of the South Based on Census 2018 Island’s economic and social activity. For the year ended March 2018, Canterbury 72.5% of those in employment generated 12.4% of the national GDP usually used a private or and 57% of the South Island’s GDP. By company vehicle to get to work comparison, its population of 599,694 within the Canterbury region based on the 2018 Census, is around 12.8% of the national total and 54.3% of the 12.2% of people worked from population of the South Island. home Canterbury accounts for 19% of the total 4% walked or jogged to work area farmed in New Zealand. Primary production derives from a diverse range of intensive dairy, sheep and beef, and While 6.2% of New Zealanders cropping operations on the plains and hill in the 2018 census took public country. Primary production has become transport to work, only 2.8% of Cantabrians did more dairy focused over the past 20 years, which has contributed to increased freight 4% of Cantabrians chose to movements on our rural roads as milk must bike to work compared to 2% frequently be moved off farm, generally nationally. by truck. Manufacturing is also a key component Of course, there is wide variation in The Canterbury of the Canterbury economy, particularly these numbers across the districts in economy transport and machinery equipment, and Canterbury, reflecting the diversity of the has grown food and beverage products. Christchurch region. Christchurch City, with its higher substantially is the manufacturing hub of the region, population density, has higher levels of since 2000, with particular strengths in machinery and public transport and active transport than with regional equipment manufacturing, and chemical, Canterbury as a whole - 5.6% of workers in GDP growing minerals and metal manufacturing. Christchurch cycled to work and 4% bused. by 170 per cent over the period. The Canterbury economy has grown While this cycling figure compares substantially since 2000, with regional favourably with other large urban areas GDP growing by 170% over the period. (4% in Wellington and 1% in Auckland), This growth has had a flow-on impact on usage of public transport is lower (21.3% the travel network – especially given the in Wellington and 11.1% in Auckland). In prominence of primary production and addition, despite the higher use of public manufacturing, sectors of the economy and active transport, the percentage of that are reliant on the transport of people who use a car to get to work in physical products. Christchurch is higher than in Canterbury as a whole (76.1% for Christchurch and Travel to and from work is a key driver of 75.6% for Canterbury). These figures trips on Canterbury’s transport network. illustrate the continued need to focus on mode shift in Canterbury’s larger urban areas.

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Impact of COVID-19 Tourism is another key aspect of the As this Plan was being prepared, COVID-19 Canterbury economy and provides a pivotal was creating significant uncertainty. The role in the wider tourism offering of the economic and social impact of the global South Island. Tourism spending in the pandemic and flow-on effects to our region was $337 million in January 2020 transport network are unknown but could (before COVID-19 travel restrictions began). be substantial. Nevertheless, we anticipate Many of the visitors to Canterbury hire a car that there will be a shift in priorities and to visit the region’s attractions. transport use in the short term. There may also be longer-term impacts if the pandemic Canterbury is a centre for knowledge results in structural shifts in the economy; and innovation. The region is home to it is too early to tell whether this will occur two universities (Lincoln University and and what the implications for the transport Canterbury University) and one polytechnic network might be. (Ara Institute of Canterbury). The main Ara Campus is in Christchurch city and there is Treasury forecasts showed immediate also a large campus in Timaru. Canterbury significant impacts on output, is also well supported with Research employment, and flows of people and and Development agencies focussed goods. Certain industries – tourism, retail, on land and food production. There are rental services, and transport – were likely to be most impacted. International seven Crown Research Institutions (CRIs) tourism, for example was expected to be carrying out scientific research for the heavily reduced in 2020/21 at a minimum. benefit of New Zealand, each aligned with a productive sector of the economy or a Other industries, such as agriculture are grouping of natural resources. reasonably insulated from the economic impacts of the virus. Transport plays a key role as enabler for each sector of the regional economy. Overall, Canterbury was expected to fare Efficient and effective transport of people, slightly worse than the country as a whole ideas, inputs and outputs is critical in due to its role as gateway to international supporting economic activity, keeping costs tourists. Canterbury has the third largest down and contributing to international spend in the country, of which 40% competitiveness. Maintenance of the comes from international arrivals. This existing transport network, and additional impact would be offset somewhat due to investment to respond to changes in how Canterbury’s sizable primary sector, which roads are being used, is therefore critical to was expected to perform comparatively well. sustaining the region’s prosperity. Forecasters expected reduced immigration, international student arrivals and work visa-arrivals over the short-to-medium term. This would have a significant impact on Canterbury; Canterbury is highly reliant on net migration for population growth, and the region has the country’s second highest number of temporary migrant workers. An expected reduction in immigration would slow growth and negatively impact the construction sector in and around Christchurch. It could also result in a shortage of skilled migrants to help deliver new infrastructure investments, such as roads.

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Strategic Context

Landscape The Canterbury region extends from Kēkerengū, north of the Waiau Toa / Clarence River, to the Waitaki river catchment in the south. East to west, the region extends from the coast to Kā Tiritiri o te Moana / Southern Alps.

Canterbury is home to:

NEW ZEALAND’S HIGHEST MOUNTAIN (AORAKI/ MOUNT COOK)

MORE LAKES THAN 4700 AND TARNS

Some of the country’s most productive farmland. 19% of the total area OVER 78,000 farmed in NZ is KM OF RIVERS in Canterbury.

In acknowledging these features and landscapes it is no coincidence that tourism and primary production are key regional economic contributors, both of which require a resilient and safe transport network to ensure future success.

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Resilience and climate

change Canterbury’s unique landscape creates Climate change will also lead to increasing resilience issues for its transport network. exposure to risks associated with sea level It has particular exposure to a number of rise, coastal erosion and storm surges. risks, including flooding, earthquakes, and Much of the region is low-lying, and key coastal erosion. transport corridors (including State Highway 1 and the Main North rail line) Canterbury Canterbury regularly experiences flooding are coastal. Disruption of these corridors must adapt events, a natural hazard which includes has the potential for significant negative its transport river flooding, surface flooding and impact, as shown by the 2016 Kaikōura network so coastal inundation. These events can be earthquakes. that it is more particularly problematic in Canterbury given our heavy reliance on bridges for Of course, climate change means more climate- than needing to resolve these resilience resilient... river crossings on critical freight and visitor routes. challenges. Canterbury must adapt its transport network so that it is more The region’s exposure to earthquakes climate-resilient, but it must also reduce is well known. The 2011 quakes causing its transport emissions. significant damage to the network in the Greater Christchurch area and the Transport is a source of greenhouse 2016 Kaikōura quake rupturing more gas emissions in New Zealand. In 2018 than 24 faults with the largest horizontal emissions from transport were 16.6 mt displacement of 12m on the Kēkerengū CO2-e or 21.1% of all gross emissions. Fault and vertical displacement (uplift) Moreover, transport emissions are growing of 9m on the Papatea Fault. Along 110km quickly – increasing by 89.7% since 1990. of coastline, vertical movement ranged This increase in emissions has been driven from subsidence of 2.5m to uplift of 6.5m. by population and economic growth. Landslides also continue to be an issue in Since 1990 New Zealand’s population has north Canterbury. increased by around 50% and GDP has Greater resilience of Canterbury’s transport grown by more than 130% - the increase infrastructure is needed to secure regional in the number of New Zealanders and and national supply chains. These risks their improved prosperity has meant place pressure on our transport links and more travel and freight movements, and have the potential to isolate districts or therefore more emissions from transport. communities; in many instances alternative Growth in GDP and New Zealand’s routes that must be used are indirect, population are expected to continue, but resulting in extremely long detours, or are emissions from transport cannot if New unsuitable for certain vehicles (such as Zealand is to meet its targets under the high-productivity motor vehicles). These Paris Agreement and the Climate Change impacts are well illustrated by the flooding Response (Zero Carbon) Act. Transport of the Rangitata River in late 2019, which emissions need to be de-coupled from effectively cut the South Island in two. economic and population growth. Longer-term, climate change will increase this risk and extreme weather events that compromise the network’s security are expected to become more frequent. The changing climate is expected to increase the vulnerability of the network.

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Strategic Context

Our people Nine territorial authorities are The Canterbury population in the affected by this Plan, including: June 2018 Census was 599,694 • Kaikōura District representing 12.8% of the national population 3,912 or 0.65%) population. Approximately 82% of Canterbury’s population live • Hurunui District in the Greater Christchurch area (population 12,558 or 2.09%) that encompasses Christchurch • Waimakariri District City, Waimakariri District and (population 59,502 or 9.92%) Selwyn District. Uneven population • Christchurch City distribution is a core feature of (population 369,000 or 61.53%) Canterbury. PICTON

• Selwyn District NELSON (population 60,561 or 10.10%) BLENHEIM • Ashburton District (population 33,423 or 5.57%)

• Timaru District TASMAN MARLBOROUGH (population 46,296 or 7.72%) • Mackenzie District (population 4,866 or 0.81%) GREYMOUTH KAIKOURA • Waimate District HURUNUI DISTRICT (population 7,815 or 1.30%) KAIKOURA DISTRICT WEST SELWYN DISTRICT COAST WAIMAKARIRI DISTRICT

ASHBURTON DISTRICT CHRISTCHURCH DISTRICT

CANTERBURY

QUEENSTOWN CHRISTCHURCH TIMARU DISTRICT MACKENZIE DISTRICT TIMARU

MILFORD SOUND

WAIMATE DISTRICT Legend

CONNECTIONS OTAGO Nationally significant Regionally significant SOUTHLAND DUNEDIN KEY FLOWS Freight & Tourism Alternate route from SH1 Rail International & domestic airport

INVERCARGILL Main sea port Freight Hubs Visitor Destinations DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Strategic Context 15

Ngāi Tahu are tangata whenua in In the 2018 Census, residents in the Canterbury. The region is home to region identified themselves as: ten Ngāi Tahu papatipu rūnanga. • Arowhenua • Kaikōura • Koukourārata • Moeraki • Ngāi Tūāhuriri • Ōnuku • Rāpaki • Taumutu • Waihao • Wairewa

82 % European Te Rūnanga o Kaikōura 9% Māori 3% Pacific 11% Asian 1% Middle Eastern/Latin Te Ngāi Tūāhuriri Rūnanga American/African Te Hapū Ngāti Wheke (Rāpaki) Te Rūnanga o Koukourārata 1% Other Wairewa Rūnanga Ōnuku Rūnanga Te Taumutu Rūnanga Totals will not add up to 100% as people may belong to more than one ethnic group. Te Rūnanga o Arowhenua

Te Rūnanga o Waihao

Te Rūnanga o Moeraki

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Strategic Context

Expected growth Canterbury is a fast-growing area of the Christchurch area, where the majority of country, with several of our districts the population growth for the region is 81502 59502 leading population growth in New projected to occur. Zealand. Selwyn District is the second fastest-growing territorial authority in Freight volumes are also expected to New Zealand, growing by 6.3% between grow in Canterbury. The 2019 South 2006 and 2018. Waimakariri District Island Freight Study reported that freight WAIMAKARIRI (3.5%) and Mackenzie District (3.2%) volumes in the region are expected to DISTRICT experienced average annual population increase from 40.3m tonnes in 2017 to 61.1m tonnes in 2042 – an increase 441000 increases greater than either the of 52%. The majority of this increase 369000 national or regional averages between Census 2013 and Census 2018. was expected to be in road freight and therefore place increasing strain on the Statistics New Zealand’s 2043 transport network in Canterbury and population projections for the region, also the rest of the South Island. Other CHRISTCHURCH which were prepared prior to COVID-19, sources of traffic, such as tourism, are CITY showed that Canterbury’s population is expected to continue to grow too expected to reach around 765,000, an long term, after the impacts of COVID-19 98561 2 60561 increase of around 168,000 people. It have waned. is unknown what impact COVID-19 will have on these projections. There will be other substantial changes over the next 30 years; much as 2021 Most of this growth is projected to is very different to 1991, we expect that SELWYN occur in Greater Christchurch, with 2051 will be substantially different to DISTRICT Waimakariri District growing by now. The transition to a low carbon 22,000 people (a 36% increase), economy and increased automation,

40623 Selwyn District growing by around for example, will change what gets 33423 38,000 people (a 61% increase) and produced (and therefore freighted) Christchurch City growing by around in Canterbury and how people travel 72,000 people (a 19% increase). to work and study. And, as noted Ashburton, Timaru and Hurunui are also above, climate change will increase ASHBURTON projected to grow moderately, by around the resilience challenges facing the DISTRICT 7,200 people (21%), 2,800 people (6%) transport network and elsewhere. and 1,600 people (12%), respectively. Regardless of the changes to the 12558 14158 The population in the other Canterbury districts are projected to stay roughly shape of Canterbury in the future, the their current size. transport network will still be a critical part of the region’s and the nation’s This significant population growth infrastructure. In 30 years’ time there HURUNUI will see more people making more will still be a need for a sustainable DISTRICT trips across the transport network. and resilient transport network that This growth is a key driver of the need can move people and freight safely to invest in the transport system – and efficiently. This need has shaped steps must be taken now to minimise the 30-year vision for Canterbury’s 46296 49096 increased traffic volumes that transport network expressed in this accompany population growth. Without RLTP: to provide all transport users with significant investment and effective sustainable options that move people transport choices, there will be more and freight around and through our TIMARU congestion, longer journey times and an region in a safe and efficient way that DISTRICT increase in vehicle emissions. This will enables us to be responsive to future be particularly evident in the greater challenges. 2018 2043 2 StatsNZ population projections, medium projection scenario. DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Strategic Context 17

Transport systems This section provides a Road high-level overview of the key transport systems’ Canterbury has 1,330km of State Highways contribution to the network and 14,636km of local roads. These roads have in Canterbury: been established over generations to provide access to rural land, visitor destinations and Road small and large settlements. These networks are a mix of sealed and unsealed roads (38% Public transport of the network is unsealed), mainly with two lanes but in busier urban centres like Christchurch, Ashburton and Timaru some of Cycleways and the roads are four lanes to manage volumes active transport efficiently and safely. State Highway 1 provides the main north-south Rail link. State Highways 7 and 73 link Canterbury to the West Coast. Other key links are State Highway 79, now the busiest route between Air Christchurch and Fairlie, and State Highway 8, which carries visitors and freight to Central Sea Otago and Queenstown.

LENGTH OF LENGTH OF AREA SEALED ROADS UNSEALED ROADS km % km % Kaikōura 83.6 0.8% 100.9 1.7% Hurunui 620.5 6.2% 840.8 13.8% Waimakariri 989.5 9.9% 607.2 10.0% Christchurch 2074.3 20.8% 346.7 5.7% Selwyn 1516.9 15.2% 1122.8 18.5% Ashburton 1512.0 15.2% 1101.7 18.1% Timaru 972.8 9.8% 749.7 12.3% Mackenzie 223.1 2.2% 517.8 8.5% Waimate 645.6 6.5% 693.1 11.4% State highways 1331.8 13.4% 0.0 0.0% Total 9970.1 6080.7

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Cycleways and active Public transport transport There are three key public transport systems A significant number of urban roads have operating in Canterbury. It is the first bicycle facilities within the same corridor, Urban public transport services operate either beside traffic lanes or separated in Greater Christchurch and Timaru. The service of its from them, alongside footpaths. Greater kind to operate Greater Christchurch system utilises 250 Christchurch, for example, has invested buses and one ferry, together completing in New Zealand. heavily in cycleways, cycle paths and shared Passengers around 2000 trips each workday. Currently paths following the Canterbury earthquakes there are 26 urban bus routes that carry request a vehicle and now enjoys over 540km of them. around 1 million passengers each month. using an app, These paths, together with footpaths, also Delivery of public transport is collaborative website or by across the four councils in Greater phoning and play an important role in facilitating active transport, such as walking and the use of Christchurch. Christchurch City Council, specifying their micro-mobility devices such as e-scooters. Waimakariri District Council and Selwyn start and end District Council lead the management of points. While common in urban areas, cycle paths public transport infrastructure, parking and even footpaths are less common in assets, planning and policy within their rural areas. This can provide a barrier to jurisdictions, while Environment Canterbury cycling and other types of active transport is the primary investor in public transport in rural areas. operations and administers public transport service improvements. Timaru is currently trialling an on-demand public transport service – MyWay – which has replaced much of the former scheduled, fixed route network. It is the first service of its kind to operate in New Zealand. Passengers request a vehicle using an app, website or by phoning and specifying their start and end points. The system identifies a nearby ‘virtual’ bus stop (or an existing bus stop) for pick-up and drop-off, providing a much more flexible service than traditional fixed-route services. The trail of MyWay began in April 2020 and is planned for 12 months. Outside of Greater Christchurch and Timaru, rural public transport, in the form of community vehicle trusts, has emerged. These community-led initiatives make available a vehicle for booking and are partially supported, alongside fares, by the regional council through a local rate. Finally, subsidised door-to-door transport services are available for people with mobility impairments through the Total Mobility scheme. The scheme is available to people in Greater Christchurch, Ashburton, Timaru and Waimate. Eligible individuals are entitled to discounts that give them 50% off transport fares with approved operators, up to a maximum of $35 per trip. DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Strategic Context 19

Public transport futures The Greater Christchurch Partnership Councils in Greater Christchurch deciding is currently considering what further through their Long-Term Plan processes investments should be made to this system the appropriate phasing and timing to ensure it delivers on the communities’ of investment. expectations through the Public Transport Futures programme. The third package – Mass Rapid Transit – is a transformational package that Public Transport Futures will position Greater lays the foundation for significant urban Christchurch to respond effectively to the development and land use changes and changing travel demand caused by growth transformation in transport accessibility. – the sub-region is a high-growth area and Current work is identifying and protecting therefore requires a successful, evolving the corridors and enabling policy changes to public transport system that supports key support intensification and regeneration in commercial and residential growth areas. key areas. Ensuring public transport is increasingly usable for all people has major social, The implementation of MRT is currently environmental and economic benefits. mode agnostic and it is anticipated that the MRT business case will determine The Public Transport Futures programme the timing and methodology for MRT consists of three packages: Foundations, implementation. This will depend on future Rest of Network, and Mass Rapid Transit. growth conditions, as well as advances The first two packages outline the priority in technology and identify whether the opportunity for improving Greater strategy is for a demand-based evolution Christchurch’s current public transport from public transport lanes, or part of a network. The development of these two wider strategy to lead development and packages was finished in late 2020; they regeneration. are now in the implementation phase with

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Strategic Context

Rail Air Canterbury’s rail network plays an Air transport is critical for both tourism important transportation role in Canterbury and the export of certain goods – – especially for freight. The region has particularly high-value exports such as around 650km of rail network, providing live seafood. Air links are also critical for links to Picton along the Main North Line, receiving time-sensitive imports, such as Dunedin and Invercargill along the Main certain medications. South Line, and the West Coast along the Midland Line. These lines are mainly used Christchurch International Airport is the for moving containerised freight and logs. region’s largest airport and the nation’s second largest. In normal circumstances Tourism passenger services operate it operates numerous national, short- between Greymouth and Christchurch haul and long-haul flights a day. The and Picton and Christchurch (operating airport provides the South Island’s only as the TranzAlpine and Coastal Pacific, direct access to long haul destinations. respectively). These form an important Canterbury also has a second airport, part of the tourism landscape for the South Richard Pearse Airport in Timaru, which Island, helping to funnel travellers from is owned by the Timaru District Council. Christchurch to other parts of the country. The airport provides domestic/regional services only. Canterbury does not currently have any commuter or general passenger rail services.

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Sea Lyttelton Port of Christchurch (LPC) Lyttelton’s import volumes grew to provides handling and stevedoring services $4.75b, and there was a significant 16% for containers and bulk cargoes. increase in export volumes to $5.63b, a lift of nearly $800m. Container volume The Port anticipates cargo volumes was up nearly 3% to 437,413 Twenty Foot doubling over the next two decades, after Equivalent Units (TEU). having doubled in the last decade. LPC operates two inland port sites in Christchurch at Woolston and Rolleston. PrimePort (Port of Timaru) is Canterbury’s second port. It handles container freight and acts as a feeder to the Port of Tauranga. The facility is jointly owned by Port of Tauranga and Port of Timaru. Bulk cargo volumes reached 1.73m tonnes in 2019, despite a 9% decrease in ship visits to 436 over the year. Log exports and The Port handles a wide range of cargo for fertiliser imports drove the increase in many customers, from fishing and grain trade. PrimePort also operate an inland to cement, cars and coal exports. In 2019, port in Rolleston.

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Strategic Context

Transport and land use integration The transport system is inextricably linked on private vehicles, and provide associated with land use. Land development, or social, environmental and economic changes in how land is used, generates benefits to maximise wellbeing. The demand in the transport system – but central government Urban Growth Agenda development and land use changes are and National Policy Statement on Urban often reliant on adequate supply from Development impact how we plan in urban the system. Moreover, some transport areas for the future. challenges, such as congestion and carbon emissions, are sometimes better solved by In rural environments the interrelationship better land use planning, urban planning between land use and transport systems and policy settings, rather than transport plays out differently. Changes to land use, infrastructure investment. such as a farm conversion, can have a significant impact on the use of roads– in Much of the region was designed with a terms of both volume and type of vehicle. primary focus on private vehicle travel. A sheep and beef farm converting to Developments were placed far away from dairy would likely result in an increase in core public transport routes and designed trucks during the milking season, while a in ways that do not encourage active conversion to forestry may result in fewer modes (such as cul-de-sacs and curvilinear trucks (until the plantation is harvested). streets, which reduce the number of destinations that can be reached in a given The location of a development also amount of time walking). influences feasible transport modes. A major processing plant or an inland port The Canterbury earthquakes serve to placed near to a rail line could look to use illustrate the impact land use changes the rail network instead of the roading can have on transport systems. Post- network. A development placed away earthquake, public transport patronage from a rail line is unlikely to have rail as a levels dropped significantly due to the shift feasible option due to the costs that would of residents and businesses away from the be involved. Central City – this dispersal making it less likely that the network would be able to effectively transport a person to where they needed to go. A key consideration for the Greater Christchurch Partnership is the development of a well-functioning urban environment that enables the integration of land use and transport planning to ensure the creation of safe, accessible and liveable urban areas. This includes the alignment of access to a range of transport modes and a joined-up network to reduce the reliance

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Policy context

This section describes the key land use patterns within a region. This may statutes and policy documents that be particularly the case in Christchurch have informed the RLTP strategic due to the recently released National framework, 10-year transport Policy Statement on Urban Development priorities and programme as it has 2020. The Canterbury Regional Transport been developed. Committee must also take the Canterbury Regional Policy Statement into account during development of the Canterbury RLTP. Core statutes The Local Government Act (LGA) 2002 The Land Transport Management Act guides local government planning and the (LTMA) 2003 is the principle statute way Councils carry out their functions. guiding land transport planning and It includes provisions guiding the funding in New Zealand. The purpose of the development of Council long-term plans Act is to contribute to the aim of achieving and infrastructure strategies, where the an affordable, integrated, safe, responsive local funding share for transport network and sustainable land transport system. The investment is identified alongside other LTMA sets out the core requirements of local investment priorities. The LGA also regional land transport plans and regional sets out consultation principles that are public transport plans for every region. relevant for development of regional land transport plans. The Resource Management Act (RMA) 1991 aims to promote the The Climate Change Response Act 2002, sustainable management of natural and was amended by the Climate Change physical resources and provides the Response (Zero Carbon) Amendment Bill statutory framework for land use planning in 2019. Key provisions include setting and the development of regional policy a target to reduce net carbon emissions statements, regional plans and district to zero by 2050. The transport sector plans. Land use planning can have a will have a key role in contributing to significant influence on travel choice and achieving this target and the direction transport network demand, and transport set at a national level has informed the network investment can likewise shape development of this RLTP.

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Strategic Context

Other national policy context The Transport Outcomes Framework takes a strategic, long-term, and integrated approach to transport and makes clear what government is aiming to achieve through the transport system in the long term. The five outcomes are: • Inclusive access: enabling all people to participate in society through access to social and economic opportunities, such as work, education, and healthcare • Healthy and safe people: protecting people from transport- related injuries and harmful pollution, and making active travel an attractive option • Environmental sustainability: transitioning to net zero carbon emissions, and maintaining or improving biodiversity, water quality, and air quality • Resilience and security: minimising and managing the risks from natural and human- made hazards, anticipating and adapting to emerging threats, and recovering effectively from disruptive events • Economic prosperity: encouraging economic activity via local, regional, and international connections, with efficient movements of people and products.

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These outcomes are inter-related. To Road to Zero – NZ Road Safety Strategy make a positive contribution across the 2020 – 2030 articulates government’s five outcomes, the transport system vision ‘a New Zealand where no one is also needs to be integrated with land killed or seriously injured in road crashes’, use planning, urban development, and guiding principles for design of the road regional development strategies. The network and road safety decisions, as draft Canterbury RLTP has included these well as targets and outcomes for 2030. It outcomes as the foundation of its strategic sets out the five areas of focus for the next framework, to align with this enduring long decade: infrastructure improvements and term direction. speed management; vehicle safety; work- related road safety; road user choices; and The Land Transport Management Act (LTMA system management. 2003) requires the Minister of Transport to issue the Government Policy Statement The New Zealand Rail Plan outlines on Land Transport (GPS) every three the Government’s vision and priorities years. The GPS sets out the government’s for rail. The vision for the rail network priorities for expenditure from the National in New Zealand is to provide modern Land Transport Fund over a 10-year period, transit systems in our largest cities, and and how funding should be allocated. to enable increasing volumes of freight to Regional land transport plans must be be moved off the roads and onto rail. The consistent with the GPS, and Waka Kotahi investment priorities identified in the plan must give effect to it with regards to land are: investing in the national network to transport planning and funding. support growing freight demand; investing in metropolitan rail in Auckland and The GPS 2021 outlines four strategic Wellington and enhancing inter-regional priorities for land transport: Safety, Better services. Transport Options, Improving Freight Connections and Climate Change. The Road Efficiency Group partnership is evolving the current national classification Arataki is Waka Kotahi’s 10-year view system for roads (ONRC) to the One of what is needed to deliver on the Network Framework (ONF). It will ...the transport Government’s current priorities and long- system also introduce the importance of adjacent land term objectives for the land transport use and place functions in defining how needs to be system. Arataki outlines the context for the network should look and feel at any integrated change, the step changes in existing location. ONF provides an opportunity with land use responses that it believes are needed, and for more integrated delivery of regional planning, urban the levers the Transport Agency will use, in outcomes. This is achieved through the development, partnership with others, to shape change. incorporation of end-to-end business and regional It includes national, pan-regional and processes to support transport planning development regional summaries. through to the delivery of strategies. The focus of Arataki in Canterbury is to agreed outcomes. help create a safer, more resilient transport system, that supports the movement of people and goods. In Greater Christchurch, the focus is to work with partners to ensure future growth and the land transport system are better integrated to support changing community needs and delivery of the five step changes.

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Strategic Context

Local and regional policy context The Canterbury Regional Policy Top priorities, over the next ten years, are: Statement provides an overview of the resource management issues in the • Improving our environment: Canterbury region, and the objectives, Increase the number of people policies and methods to achieve integrated using public transport and management of natural and physical reduce the carbon footprint of resources. These methods include public transport by shifting to directions for provisions in district and zero emission vehicles regional plans. The policy statement • Growing patronage: became operative on 15 January 2013. The Greater priority on high CRPS gives direction to and is implemented demand routes and a high- through Council District Plans and + quality Environment Canterbury’s Regional Plan. travel experience. As the population grows, rapid transit Our Space 2018 – 2048 is the document may be added to improve that outlines land use and development travel times along key corridors proposals to ensure there is sufficient to and from the city development capacity for housing and business growth across Greater • Accessibility: Provide more Christchurch to 2048. It was developed frequent public transport by the Greater Christchurch Partnership, services so that more people which has worked collaboratively for more can get to workplaces, than a decade on planning and managing shopping, education and urban growth and development across recreation within 30 minutes Greater Christchurch (Christchurch City, • Innovation: Trial and introduce Waimakariri District and Selwyn District). new transport and technology This Partnership brings together the initiatives with lower leadership roles of local government, Te environmental impacts, greater Rūnanga o Ngāi Tahu, the district health safety and lower costs board and Government agencies and is guided by the vision, principles and • Affordability: Expand strategic goals outlined in the Urban the network at a rate the Development Strategy (UDS). community can afford, with cost effective A key challenge within Our Space that new services and infrastructure directly impacts the RLTP centres on how that is financially sustainable urban areas grow, through redevelopment for ratepayers. and new greenfield subdivisions, without increasing the traffic congestion that would Long Term Plans are developed by occur if current travel patterns do not Environment Canterbury and local evolve as well. Councils every three years, with a 10-year outlook. They are a key planning tool for a The Canterbury Regional Public Transport Council, describing the activities and the Plan 2018–28 sets out the public transport community outcomes it aims to achieve, system that Environment Canterbury, in which transport systems need to support. partnership with local councils in Greater Christchurch and Timaru, proposes to fund and operate.

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Long Term Plans also identify transport The Greater Christchurch Mode Shift activities that will feed into the RLTP for Plan is the first document to describe funding from the NLTF. the sub-region’s integrated and cohesive approach to delivering mode shift. The Canterbury Mayoral Forum’s Plan It responds to a request from the for Canterbury contributes to the Government for all high-growth urban Government’s wellbeing aspirations for areas to produce regional mode New Zealand. The vision of the Mayoral shift plans. Forum for Canterbury is sustainable development with shared prosperity, Mode shift entails encouraging people resilient communities and proud identity. from predominantly using single Priorities and objectives relevant to the occupancy vehicle, (i.e. one person per RLTP include shared economic prosperity, vehicle) to other forms of travel such as fewer trucks on roads (optimising transport active and public transport, rideshare of long-distance freight by rail and coastal and establishing a foundation for future shipping) and climate change mitigation transport technologies. Travel demand and adaption. management encompasses mode shift but also considers a wider range of The Canterbury Mayoral Forum Plan for behavioural change, including the time Canterbury (2020-2022) has consistently that people travel (peak/off peak), route advocated for a multi-modal transport choice, and ways to reduce the need to network that increases the region’s travel in the first instance. resilience to natural disasters and ensures the efficient movement of freight This Plan provides a baseline of within Canterbury and our national and information that Greater Christchurch international markets. currently holds. It recognises that there is more work to do and the Partnership Greater Christchurch 2050 will describe has aspirations to move Greater the kind of place the sub-region should be Christchurch to respond positively for future generations, and the actions that to meeting the challenges of climate are needed over the next 30 years to make change and moving towards a net zero it happen. It is being undertaken by the carbon economy. This Plan represents Greater Christchurch Partnership. Decisions a firm first step for transport and can made through Greater Christchurch 2050 be fed into the wider strategic planning will help inform the development of of Greater Christchurch 2050 to form a long-term work programmes and budgets more holistic plan for the future. for partners in the Greater Christchurch Partnership and will ensure the community The Plan will be valuable when and economy are best placed to recover communicating with Government and from the impacts of COVID-19. This work wider stakeholders, and is designed to will also help reposition the urban area for underpin and inform future planning a more prosperous, inclusive, sustainable and investment decisions. Waka Kotahi and resilient future. will recognise the Plan as if it were a strategic case for any subsequent business cases or funding.

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Strategic framework

The Land Transport Management Act 2003 seeks an effective, efficient, and safe land transport system.

Ministry of Transport’s Outcomes Framework The purpose of the transport system is to improve people’s wellbeing, and the liveability of places

Inclusive Healthy and Environmental Resilience and Economic access safe people sustainability security prosperity

Regional Land Transport Plan – 30-year vision Provide all transport users with sustainable options that move people and freight around and through our region in a safe and efficient way that enables us to be responsive to future challenges. Strategic objectives – we will deliver our vision with…

Improved Better freight Reduced harm Mode shift advocacy transport Fewer deaths Sustainable Improved options and serious transport national advocacy injuries on our roads choices (mode shift) for regional transport with reduced negative needs environmental and health impacts

Shared Reliable and Resilience Prosperity consistent A resilient A network journeys transport network that facilitates shared A transport network with that can better prosperity across our options that facilitate cope with unknown region (economic, social, reliable and consistent stresses, natural environmental and journey times disasters and climate cultural) change impacts

Headline targets

Tonnage of Number of deaths and Greenhouse serious injuries on gas emissions freight moved by Canterbury's roads: from land transport in rail in Canterbury: 40% reduction in deaths Canterbury: 100% increase in tonnage and serious injuries on 30% reduction in greenhouse of freight moved by rail in Canterbury roads gas emissions from land Canterbury transport in Canterbury

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Ten-year transport priorities

Canterbury’s 30-year vision set The main benefits of addressing a challenge and ambitious future these problems are: state for the region. This section • Safer transport network and system sets out the most urgent and significant problems that require • The transport network is fit-for- focus over the next ten years if we purpose for different user needs are to make progress towards • Better access to sustainable transport this vision. mode options • Improved network reliability and adaptability to deal with unknown The key problems we need to address stresses, severe events and within the next ten years are: climate change. • Unforgiving network provision, deficiencies in design and vehicle In response to these problems and quality, and poor decision making investment benefits, Canterbury’s ten- by transport users, are leading to year transport investment priorities are: deaths and serious injuries on our transport network • Safer systems implemented (Road to Zero) • Land use change, and increased freight and tourism demand, can result in • Manage demand sustainably inefficiency and reduce the condition • Invest in a sustainable transport and suitability of infrastructure network that is integrated with land use • Planning and investment do not always • Manage risk of exposure to support sustainable transport choices, extreme events. resulting in high greenhouse gas emissions and adverse health impacts Sitting across these problems, benefits and investment priorities is the COVID-19 • Lack of resilience of the network to pandemic. As noted earlier, it is a unknown stresses, severe events worldwide health crisis that will result in and climate change are resulting substantial economic and social changes. in community severance and The pandemic and the response to it infrastructure being damaged or may change the way and extent to which destroyed. people use the transport network, making it more difficult than usual to plan and justify investment.

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Priority: Safer systems implemented (Road to Zero)

PRIMARY PROBLEM PRIMARY BENEFIT Unforgiving network provision, deficiencies in design and Safer transport network and system. vehicle quality, and poor decision making by transport users, are leading to deaths and serious injuries on our transport network.

THE CASE FOR INVESTMENT SUMMARY OF EVIDENCE Deaths and serious injuries on our roads cause Canterbury has a poor record for deaths and serious devastation for whānau, friends, communities, injuries, with the third highest number out of all NZ workplaces, and the region. Investment in safer network regions in 2017/18 (388 deaths and serious injuries). infrastructure will protect peoples’ safety and help prevent mistakes turning into tragedies; Investment in In 2019 52 people died on Canterbury’s roads, safety improvements to reduce risk is essential. continuing a general trend of increasing deaths and serious injuries on our roads. Expected increases in population, freight volumes and tourism will increase the number of trips on Canterbury’s Arataki identifies significantly reducing harms networks. This will continue the increasing trend in the as a priority for Canterbury, particularly in number of deaths and serious injuries in Canterbury the Christchurch urban area and surrounding unless a step change is made. townships, State Highway 1 between Christchurch and Timaru and high-risk rural roads. Road safety issues in Canterbury include: • Crashes at intersections and involving vulnerable users (such as cyclists) • Inappropriate speeds on urban and rural roads • Driver behaviour, especially not using seatbelts.

LONG TERM RESULTS/MEASURES OTHER PRIORITY IMPLEMENTATION AREAS • 40% reduction in the number of deaths and • Prioritise the safety of vulnerable transport serious injuries by 2031 users, in particular cyclists and pedestrians • Decrease in annual injuries per million • Provide a safe transport network by prioritising kilometres travelled maintenance and renewals. • Decrease in annual crashes involving trucks.

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Priority: Manage demand sustainably

PRIMARY PROBLEM PRIMARY BENEFIT Land use change, and increased freight and tourism The transport network is fit-for-purpose for different demand, can result in inefficiency and reduce the user needs. condition and suitability of infrastructure.

THE CASE FOR INVESTMENT SUMMARY OF EVIDENCE Land use, working and commuting patterns, and Evidence of increased demand and changing use of (longer-term) tourism numbers will continue to Canterbury’s network includes: change over the next 10 years. This will, in turn, • A 12% increase in December quarter guest nights in change how the land transport network is used and Canterbury visitor accommodation in the 10 years what is required from it. between 2010 and 2019 These changes in land use, populations, freight • A 15% increase in heavy vehicle kilometres travelled movement, and tourism will require a change in the over Canterbury’s State Highways between 2007/08 transport network. If suitable investments are not and 2016/17 made the network will cease to be fit-for-purpose. • An increase in overall vehicle kilometres travelled This can lead to a range of problems, including by 17% (local roads) and 20% (state highways) inefficient journeys, increased maintenance costs, between 2007/08 and 2016/17. In some districts this safety issues, a lack of resilience to shocks, and a increase was much higher – by 233% in Kaikōura, lack of sustainable transport options. 78% in Waimakariri and 45% in Selwyn • The population in Canterbury, and some areas All network users stand to benefit from a system that in particular, have grown much faster than the responds to changes in how it is being used. national average. Between 2013 and 2018, Selwyn’s population grew by 33%, Waimakariri’s by 16% and Mackenzie’s by 9%. The impact of these increases is evident in maintenance spending on the network, which has almost doubled over the last 10 years. These changes in network use are expected to continue – as noted in the growth section above, population and freight volumes are expected to continue to increase.

LONG TERM RESULTS/MEASURES OTHER PRIORITY IMPLEMENTATION AREAS Increase in the annual proportion of vehicle • Ensure there is regional alignment across kilometres that occur on ‘smooth’ sealed roads. transport priorities • Ensure future transport investment supports intergenerational prosperity.

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Priority: Invest in a sustainable transport network that is integrated with land use

PRIMARY PROBLEM PRIMARY BENEFIT Planning and investment do not always support Better access to sustainable transport mode options. sustainable transport choices, resulting in high greenhouse gas emissions and adverse health impacts.

THE CASE FOR INVESTMENT SUMMARY OF EVIDENCE Congestion is not as much of an issue in Canterbury The transport sector has the fastest growing level as it is in some other regions, but it will become an of greenhouse gas emissions in New Zealand. increasing issue over time due to the forecast growth Canterbury is currently responsible for 14% of New in the region – particularly in the Greater Christchurch Zealand’s vehicle emissions – higher than our share area. Moreover, mode shift is a powerful lever to of the national population (12.8%) reflecting our high bring about a range of other priorities for the region, use of private vehicles. Emissions from transport will including reduced greenhouse gas emissions and need to begin falling for New Zealand to meet its improved safety. 2030 and 2050 targets. Without significant infrastructure investment and Public transport usage in Christchurch is still below effective transport choices, there will be more of its pre-earthquake level. The 2018 Census showed congestion, longer journey times and an increase in that 4.2% of people commuted by bus, which lags vehicle emissions. This will be particularly evident in behind usage in other large urban centres such as the greater Christchurch area and other more densely Wellington and Auckland. Moreover, Christchurch populated urban areas within the region, such as Timaru has a high prevalence of driving to work or study. and Ashburton. If not addressed through transport choice and infrastructure, these negatives will impact Without changes in travel behaviour, Vehicle regional productivity. Kilometres Travelled in the Greater Christchurch area are expected to increase by 11% over the next 10 years, and 19% over the next 20 years, reflecting the projected population growth in the area over that period.

LONG TERM RESULTS/MEASURES OTHER PRIORITY IMPLEMENTATION AREAS • Reduction in greenhouse gas emissions • Improve uptake of active and public transport from transport • Utilisation of demand management tools to • Increase in public transport boardings. support optimal use of the network.

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Priority: Manage risk of exposure to extreme events

PRIMARY PROBLEM PRIMARY BENEFIT Lack of resilience of the network to unknown stresses, Improved network reliability and adaptability. severe events and climate change are resulting in community severance and infrastructure being damaged or destroyed.

THE CASE FOR INVESTMENT SUMMARY OF EVIDENCE Canterbury is New Zealand’s largest region by area and its Canterbury’s transport system is vulnerable to a roading network traverses a wide range of environments range of risks. The Waka Kotahi National Resilience – and hazards. The region is susceptible to earthquakes Programme Business Case identified Canterbury and is highly reliant on bridges for river crossings –across as being exposed to ‘extreme’ and ‘major’ risks Canterbury there are over 1,900 bridges. of rockfall, erosion, wildfire, flooding, landslips, earthquakes and ice/snow. Canterbury had the Climate change is expected to increase the vulnerability highest number of ‘extreme’ or ‘major’ risks across of the network. New Zealand (together with the Top of the South Disruption in the network increases/reduces the and Otago). efficiency and reliability of freight movements, which Climate change will increase many of these risks in reduces productivity and potential output. Longer the long-term. Climate change is expected to result disruptions can also greatly reduce visitor flows which in increased frequency and severity of flooding and can have significant impacts on local economies, storm surges, storms and wildfires. Sea level rise will especially those reliant on tourism. impact Canterbury’s coastal corridors, such as State Disruptions in the network also has impacts beyond Highway 1 and the Main North railway line. the economic. Transport networks are critical for In the 2018/19 year, there were 87 incidents on connecting communities and people to each other and Canterbury’s State Highway network, which resulted places they value. They also provide critical access in disruptions on the network lasting 540 hours. during emergency events allowing responders to perform more effectively. Breaks in the network can have substantial impacts on social and cultural wellbeing. Investing in robust secondary pathways is critical to ensure there is redundancy in the network when adverse events disrupt primary routes – especially since such events will become more common due to climate change.

LONG TERM RESULTS/MEASURES OTHER PRIORITY IMPLEMENTATION AREAS • Reduction in number and duration of incidents on • Improve understanding of network vulnerabilities the Canterbury State Highway network. arising from climate change and natural hazards.

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Fit with strategic context

The table below outlines how each investment priority aligns with the outcomes in the Ministry of Transport Outcomes Framework, the priorities identified in the Government Policy Statement on Land Transport, and the strategic objectives of this Regional Land Transport Plan. Collectively, the priorities align with all the outcomes, priorities and objectives in these documents.

GPS MOT OUTCOMES PRIORITIES RLTP OBJECTIVES

access Inclusive Healthy and safe people sustainability Environmental and security Resilience prosperity Economic Safety options transport Better connections freight Improving change Climate prosperity Shared options freight Better Reduced harm Resilience journeys and consistent Reliable Mode shift advocacy* Improved Safer systems implemented       (Road to Zero)

Manage demand sustainably           

Invest in a sustainable transport network that is integrated with             land use

INVESTMENT PRIORITY Manage risk of exposure to extreme           events

*Improved advocacy is not achieved through investment in transport infrastructure, but rather is a key objective to unlock further investments.

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Policies

Achieving the strategic objectives identified in this Regional Land Transport Plan will require more than just investment in transport activities. The policies below will also be taken into account by the Regional Transport Committee and approved organisations when making transport decisions to help achieve the objectives.

OBJECTIVE POLICIES Shared Prosperity (environmental, • Ensure future transport investment supports social, economic and cultural) intergenerational prosperity • Improve uptake of active and public transport to support improved public health • Transition to a low carbon transport system by moving people and goods efficiently Better Freight Options • Collaborate and co-ordinate planning to prioritise investment to optimise freight mode shift • Support investment to provide a resilient freight network Reduced Harm • Prioritise investment to align with the Road to Zero strategy • Prioritise the safety of vulnerable transport users, in particular cyclists and pedestrians • Provide a safe transport network by prioritising maintenance and renewals Improved advocacy • Advocate for central Government funding and changes in legislation for our Regional Transport Programme • Ensure there is regional alignment across our transport priorities Reliable and consistent journeys • Reduce congestion through mode shift from single occupant vehicles to shared and sustainable modes • Greater use of demand management tools to support optimal use of the network Mode Shift • Improve the attractiveness of sustainable transport options through integrating land use and transport planning and investment • Improve access to sustainable transport modes • Deliver travel demand management to encourage sustainable transport choices and optimise the network Resilience • Improve understanding of network vulnerabilities arising from climate change and natural hazards

• Ensure critical assets and corridors are resilient to disruptions so that lifelines can be maintained • Invest in alternative routes to build network resilience

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Programme and funding

This section outlines the regional • Road safety promotion programmes programme of activities (land • Investment management activities, transport activities being proposed including transport planning and for funding by Road Controlling modelling Authorities) that align with the strategic framework and ten-year • Business Cases that are not part of transport priorities of the Regional a package. Land Transport Plan. 2. Regionally significant activities The proposed regional programme has These activities are network been developed by the contributing improvements. The Committee set organisations using range of tools and ‘regional significance’ criteria (projects feedback. This includes consideration requiring investment of greater than $2 of the aspirations of Māori, involvement million and planned within three years) of the Police and road safety groups, and then prioritised those projects collaboration with interested organisations under the agreed strategic framework. and public consultation where required. It Activities of this nature generate is important to note that this is a proposed significant benefit to the network and programme rather than a confirmed are part of shaping the future of how one. The proposed level of investment and where we live - for example, the is indicative as it is contingent on Waka road network needs to develop to Kotahi funding approvals and local accommodate population growth within councils’ long-term and annual planning Greater Christchurch. These activities are processes. Details of specific projects outlined in Table 04 (page 49). can be obtained from the organisation responsible, for example in Transport Plans Prioritisation draws a line of sight or Long-Term Plans. between the investment priorities and activities. Investment priorities identified The proposed programme is divided into by the Committee were weighted based on two categories of activities in accordance their contribution towards the with a policy adopted by the Regional strategic framework: Transport Committee: • Safe systems implemented (35%) 1. Business as usual activities • Manage demand sustainably (15%) These activities were given the highest • Invest in a sustainable transport possible priority as they relate to the network that is integrated with stewardship of the region’s land transport landuse (35%) network. They were automatically • Manage risk of exposure to extreme included in order to sustain Canterbury’s events (15%) existing, geographically-extensive network - for example, local road maintenance. There were several steps in the These activities are outlined in Table 01 prioritisation approach for regionally (page 41), Table 02 (page 44) and Table 03 significant activities: (page 46) and include: • Activities were identified as regionally • Maintenance, operations and renewal significant based on the definition programmes approved by the Committee • Public transport programmes • Regionally significant activities were (existing services) assigned against the investment • Low cost/low risk programmes priority they contribute towards

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Impact of COVID-19 on programmes and funding

• Activities were rated for the relative Central government has undertaken a contribution it makes towards the wide programme of response and recovery investment priority, against other measures, including promoting economic activities, creating a raw score stimulus. As part of this, specific transport The raw score was multiplied by the projects have been funded through the weighting of the investment priority to New Zealand Upgrade Programme and generate a final score a selection of ‘shovel-ready projects’ collated by the Infrastructure Reference • The final score was be used to generate Group. Initiatives undertaken under a preliminary ranking of all regionally the Government Policy Statement on significant activities Land Transport (GPS) also provide an • The preliminary rankings were reviewed opportunity for economic growth. by the Committee to determine if the preliminary ranking was reflective of The transport system was affected in a their collective view of the intent of the number of ways, including in a reduction investment priorities and the definition in the levels of revenue collected from Fuel of regionally significant. By agreement Excise Duties and Road User Charges as the committee could move activities a result of lower vehicle use. This has put up or down. The approved order then pressure on the National Land Transport became the overall ranking for the Fund. Central government addressed the purposes of this Plan. financial impacts on the National Land Transport Fund through a grant to Waka Activities can have a low regional Kotahi and the opportunity for further investment priority but still rank highly borrowing to meet any revenue gap. when assessed against Waka Kotahi’s prioritisation approach and be eligible Councils also face pressure on current for funding. budgets and their future ability to strike rates. Councils may vary in how they choose to prioritise their local share of transport investment. The pandemic has shown that transport is a key service, even in times of lockdown.

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Proposed business as usual activities

This section outlines the activities The activities represent a significant proposed for inclusion in the Plan that are investment by government and councils to classed as ‘business as usual’ activities ensure the level of service provided by our per the approach agreed by the Regional transport network does not reduce over Transport Committee. The types of time. They are presented in three tables, activities include: relating to the nature of funding required: • Maintaining the road to Aoraki / • Work that will require National Land Mount Cook on Department of Transport Fund investment to proceed Conservation land • Work that already has National Land • Funding for Community Vehicle Trusts Transport Funding approval to purchase new vehicles • Work funded by other sources. • Local councils work to keep neighbourhood roads maintained Without the additional funding from sources other than the National Land • Waka Kotahi work to make State Transport Fund many projects in our region Highways safer and reduce the road toll would not be progressing. • Collaborative business cases that plan for future regionally significant activities.

The majority of these activities, such as maintenance and existing public transport, contribute to the objective of reliable and consistent journeys. Road to Zero activities contributes to the objective of reducing harm. Low cost low risk improvements contribute to a range of objectives and policies.

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Table 01: Proposed business as usual activities requiring National Land Transport Fund investment to proceed

PERIOD PERIOD ACTIVITY CLASS NAME COST START END Ashburton District Council Local Road Maintenance Maintenance, Operations and Renewals $40,519,776 2021/22 2023/24 Programme 2021-24 Road to Zero Road Safety Promotion 2021-24 $515,000 2021/22 2023/24 Various Low cost / low risk improvements 2021-24 $9,380,365 2021/22 2023/24 Christchurch City Council Investment Management Business Case activities $900,000 2021/22 2023/24 Local Road Local Road Improvement Activities 2021-24 $12,668,733 2021/22 2023/24 Improvements Local Road Maintenance Maintenance, Operations and Renewals $225,811,360 2021/22 2023/24 Programme 2021-24 Public Transport Bus interchange upgrades $625,000 2021/22 2023/24 Infrastructure Road to Zero Road Safety Promotion 2021-24 $5,365,358 2021/22 2023/24 Various Low cost / low risk improvements 2021-24 $42,844,303 2021/22 2023/24 Department of Conservation Local Road Low cost / low risk improvements 2021-24 $100,000 2021/22 2023/24 Improvements Local Road Maintenance Maintenance, Operations and Renewals $2,710,083 2021/22 2023/24 Programme 2021-24 Environment Canterbury Investment Management Project Next (national ticketing system) $4,080,000 2021/22 2023/24 Investment Management RLTP Development and RTC Work $3,035,085 2021/22 2023/24 Programme Public Transport Public Transport Services Continuous $215,025,132 2021/22 2023/24 Services Programme Public Transport Low cost / low risk improvements 2021-24 $4,447,766 2021/22 2023/24 Services Public Transport Public Transport Services Continuous $15,569,563 2021/22 2023/24 Infrastructure Programme Hurunui District Council Road to Zero Road Safety Promotion 2021-24 $225,000 2021/22 2023/24 Various Low cost / low risk improvements 2021-24 $2,780,000 2021/22 2023/24 Various Maintenance, Operations and Renewals $33,148,550 2021/22 2023/24 Programme 2021-24 Kaikoura District Council Local Road Maintenance Maintenance, Operations and Renewals $3,624,750 2021/22 2023/24 Programme 2021-24

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Programme and funding

PERIOD PERIOD ACTIVITY CLASS NAME COST START END Road to Zero Road Safety Promotion 2021-24 $330,000 2021/22 2023/24 Various Low cost / low risk improvements 2021-24 $3,924,000 2021/22 2023/24 Mackenzie District Council Local Road Local Road Improvement Activities 2021-24 $612,000 2021/22 2023/24 Improvements Local Road Maintenance Maintenance, Operations and Renewals $14,699,250 2021/22 2023/24 Programme 2021-24 Various Low cost / low risk improvements 2021-24 $5,333,675 2021/22 2023/24 Selwyn District Council Investment Management Business Case activities $3,195,000 2021/22 2023/24 Local Road Maintenance Maintenance, Operations and Renewals $46,670,360 2021/22 2023/24 Programme 2021-24 Road to Zero Road Safety Promotion 2021-24 $980,000 2021/22 2023/24 Various Low cost / low risk improvements 2021-24 $10,351,900 2021/22 2023/24 Timaru District Council Local Road Maintenance Maintenance, Operations and Renewals $64,535,000 2021/22 2023/24 Programme 2021-24 Road to Zero Road Safety Promotion 2021-24 $1,740,000 2021/22 2023/24 Various Low cost / low risk improvements 2021-24 $20,070,000 2021/22 2023/24 Waimakariri District Council Local Road Maintenance Maintenance, Operations and Renewals $37,394,155 2021/22 2023/24 Programme 2021-24 Road to Zero Road Safety Promotion 2021-24 $615,110 2021/22 2023/24 Various Low cost / low risk improvements 2021-24 $26,107,890 2021/22 2023/24 Waimate District Council Local Road Low cost / low risk improvements 2021-24 $1,035,000 2021/22 2023/24 Improvements Local Road Maintenance Maintenance, Operations and Renewals $16,335,508 2021/22 2023/24 Programme 2021-24 Waka Kotahi NZ Transport Agency Investment Management PT Futures Mass Rapid Transit $2,500,000 2021/22 2023/24 Road to Zero Road to Zero Activities 2021-24 $6,948,137 2021/22 2023/24 State Highway State Highway Improvement Activities $11,080,000 2021/22 2023/24 Improvements 2021-24 State Highway Maintenance, Operations and Renewals $223,908,834 2021/22 2023/24 Maintenance Programme 2021-24 Various Low cost / low risk improvements 2021-24 $20,661,601 2021/22 2023/24

Total $1,142,403,244

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Programme and funding 43

Committed National Land Transport Fund activities Committed activities are defined as the ‘Share an Idea’ campaign carried out currently committed phases for activities in 2011. The major cycle routes and other that are expected to continue into 2021. A cycleways are designed to encourage committed activity is one where there is an people to travel this way because they can approved phase that has received funding see it’s a safe, convenient option to get approval and is either being implemented where they want to go. As well as funding or will allow a contract to be let to from the NLTF, funding also comes from the complete the phase of work. For example: $220 million cycleway package out of the COVID Response and Recovery Fund and Reducing greenhouse gases through from the Christchurch City Council. cycleways Increasing the number of people choosing to cycle is key to addressing climate change, creating healthier communities and reducing congestion. Major cycle routes in Christchurch were developed in response to a community desire for more travel choice and safer cycling options identified through

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Programme and funding

Table 02: Proposed business as usual activities that have received National Land Transport Fund approval

PERIOD PERIOD ACTIVITY CLASS NAME COST START END Waka Kotahi State Highway Weigh Right Glasnevin $9,091,550 2021/22 2021/22 Improvements State Highway Weigh Right Rakaia $3,596,224 2021/22 2022/23 Improvements Christchurch City Council Local road improvements AAC Hereford Street (Manchester-Cambridge) $2,438,134 2021/22 2021/22 Walking and Cycling AAC High Street (Cashel to Tuam) $1,146,358 2021/22 2021/22 Cluster 6: Core PT Route/Facilities: SW Public transport $2,668,194 2021/22 2021/22 Lincoln Road Phase 1 Corridor 2 - Inters Improvement: Lower Local road improvements $7,944,950 2021/22 2021/22 Styx/Marshland Dyers Pass Route Standard Safety Local road improvements $6,185,934 2021/22 2021/22 Intervention (SIS) Intersection Improvement: Cashmere/ Local road improvements $2,265,851 2021/22 2021/22 HoonHay/Worsley Major Cycleway: Heathcote Expressway Walking and Cycling $6,410,542 2021/22 2021/22 (Heathcote Rail-City) UCF Section 2 Major Cycleway: Little River Link (Little River Walking and Cycling $49,950 2021/22 2021/22 Route) UCF Walking and Cycling Major Cycleway: Nor’West Arc Section 1c $4,268,099 2021/22 2021/22 Walking and Cycling Major Cycleway: Nor’West Arc Section 2 $10,152,580 2021/22 2021/22 Major Cycleway: Nthn Line (Nthn Rail Rte to Walking and Cycling $127,429 2021/22 2021/22 Rcton) UCF T Section 1a Major Cycleway: Nthn Line (Nthn Rail Rte to Walking and Cycling $4,268,857 2021/22 2021/22 Rcton) UCF T Section 2 Major Cycleway: Nthn Line (Nthn Rail Rte to Walking and Cycling $2,360,945 2021/22 2021/22 Rcton) UCF T Section 3 Major Cycleway: Rapanui - Shag Rock Walking and Cycling $4,082,010 2021/22 2021/22 (Sumner to City) UCF Section 3 Major Cycleway: South Express (Hornby Rail- Walking and Cycling $10,282,797 2021/22 2021/22 Templeton to City) - Hagley to Riccarton Major Cycleway: South Express (Hornby Rail- Walking and Cycling $2,751,588 2021/22 2021/22 Templeton to City) - Riccarton to Craven Northern Arterial Extension and Cranford Walking and Cycling $173,422 2021/22 2021/22 Street Upgrade - CCC Design Fees Northern Arterial Extension and Cranford Local road improvements $3,795,454 2021/22 2021/22 Street Upgrade - DEMP Cycle Way Links

Total $84,060,868

DRAFT DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Programme and funding

Committed non-National Land Transport Fund activities Significant transport funding has been highway, and ensuring there is better provided through a range of initiatives east-west traffic flow and capacity to keep such as the Provincial Growth Fund, COVID freight moving. Residents will be provided Response and Recovery Fund and the New with a more reliable bus service and safer Zealand Upgrade Programme (NZUP). shared paths, making it easier to leave Some activities still need funding from their cars at home. It will help reduce the National Land Transport Fund and are central city traffic congestion and alleviate included above. Other activities do not pressure on a busy highway which is a main require funding from the NLTF to proceed. freight route. For example: Safe enjoyment of the Mackenzie Basin Improving safety for residents in An increasing number of self-driving Rolleston tourists in the Mackenzie Basin has meant In Rolleston, $60 million from the NZUP we need safer places for people to pull will be spent to provide safer and better over. Creating safe areas to pull over to access from the residential area across rest and to appreciate the Mackenzie SH1 and the Main South Line railway to the Basin’s world-renowned alpine and lake industrial zone. A new two-lane overbridge vistas will improve the visitors’ experience will be built to connect the two areas and and benefit the regional economy. This provide improved walking and cycling initiative will cover many safety and access facilities. It will cross SH1 from Rolleston improvements including: Drive to Hoskyns Road. Four intersections • Upgrading and increasing capacity at along SH1 between Burnham and Rolleston existing rest areas, and creating new will also be upgraded, with a range of rest areas at scenic locations safety improvements to reduce deaths and • Better signage, directional arrows and serious injuries and better manage the tourism information forecast future growth in traffic volumes along this section of the highway. • Edge protection, intersection improvements, road widening and passing locations. Reducing congestion along Brougham Street In Christchurch City, $40 million from NZUP will be spent on SH 76 (Brougham Street) to improve safety, provide better travel choice and support a more reliable freight route through to Lyttelton Port. The work includes creating prioritised north-south public transport routes, safer dedicated walking and cycling access across the busy

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Programme and funding 47

Table 03: Proposed business as usual activities that do not require National Land Transport Funding approval

PERIOD PERIOD FUNDING SOURCE NAME COST START END Waka Kotahi NZTA NZUP Rolleston Inter-connection improvement $60,000,000 2022/23 2025/26 NZUP Rural intersection safety improvements $34,000,000 2021/22 2023/24 NZUP SH75 Halswell Road Improvements $25,000,000 2021/22 2023/24 SH76 Brougham Street corridor $40,000,000 NZUP 2022/23 2024/25 improvements SH8 SH79 SH80 Mackenzie Basin $5,000,000 NZUP 2021/22 2021/22 improvements

Total $164,000,000

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Programme and funding

Proposed regionally significant activities

This section outlines the activities proposed for inclusion in the Plan that are The proposed regionally significant classed as ‘regionally significant’ activities activities below represent intentional per the approach agreed by the Regional investment by government and councils Transport Committee. The types of to ensure the transport network is part of activities that are covered here include: shaping the future of how and where we • Significant changes to the transport live. These activities will require funding network that enable the region to adapt from the National Land Transport Fund in to a fast-growing population in Greater order to progress. Christchurch After prioritisation was completed, Waka • Changes to urban transport demand Kotahi made significant changes to its which enable Christchurch to become a safety work programme. The impact of more accessible city for all, significantly this is that there are no Waka Kotahi impacting how people live projects treated as prioritised regionally • Significant changes to make busy roads significant activities. However, the nine and state highways safer, reducing the new proposed projects which have not road toll for the region been assessed for prioritisation are • Changes to the transport network that included in the full work programme enable the region to gain significant in Appendix 1. The changes include benefit from the development of the significant safety improvements from the Canterbury Multi-Use Arena. Waimakariri to Timaru Districts.

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Programme and funding 49

Table 04: Prioritised Regionally Significant Activities

REGIONAL OVERALL PERIOD PERIOD INVESTMENT NAME ORGANISATION COST RANK START END PRIORITY 1 Manage risk of R102 Pages Road Bridge Christchurch $17,554,763 2021/22 2024/25 exposure to extreme City Council events 2 Safe systems Intersection Christchurch $5,000,000 2021/22 2023/24 implemented Improvement: Pound / City Council Ryans 2 Safe systems Pound and Ryan Road Christchurch $7,000,000 2022/23 2029/30 implemented Corridor Improvements City Council 2 Safe systems Shands and Hamptons Selwyn District $5,000,000 2021/22 2030/31 implemented Rural Roundabout Council 2 Safe systems Shands and Trents Rural Selwyn District $4,500,000 2023/24 2023/24 implemented Roundabout Council 6 Invest in a sustainable MCR Avon - Otakaro Christchurch $12,901,788 2021/22 2025/26 transport network Route - Section 1 - City Council that is integrated with Fitzgerald Avenue to land use Swanns Road Bridge 6 Invest in a sustainable MCR Wheels to Wings Christchurch $5,582,763 2024/25 2026/27 transport network - Section 1 - Harewood City Council that is integrated with Road to Greers Road land use 8 Invest in a sustainable Bus lane priority Christchurch $24,500,000 2023/24 2030/31 transport network programme City Council that is integrated with land use 8 Invest in a sustainable Core PT Route & Christchurch $2,628,605 2023/24 2026/27 transport network Facilities: South City Council that is integrated with (Colombo St) land use 8 Invest in a sustainable Intersection Christchurch $5,000,000 2022/23 2025/26 transport network Improvement: Greers City Council that is integrated with / Northcote / Sawyers landuse Arms 8 Invest in a sustainable Lincoln Road Christchurch $9,866,575 2021/22 2024/25 transport network Passenger Transport City Council that is integrated with Improvements between land use Curletts and Wrights 12 Invest in a sustainable Canterbury Multi-Use Christchurch $25,000,000 2023/24 2024/25 transport network Arena (CMUA) - Arena City Council that is integrated with Support Package landuse 13 Invest in a sustainable Belfast Park Plan Christchurch $3,959,107 2021/22 2025/26 transport network Change 43 Cycle/ City Council that is integrated with Pedestrian Rail Crossing landuse

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Programme and funding

REGIONAL OVERALL PERIOD PERIOD INVESTMENT NAME ORGANISATION COST RANK START END PRIORITY 13 Safe systems Evans Pass Road Christchurch $15,350,000 2021/22 2027/28 implemented and Reserve Terrace City Council Remedial Works 15 Invest in a sustainable Halswell Junction Road Christchurch $9,156,922 2021/22 2024/25 transport network Extension City Council that is integrated with landuse 15 Invest in a sustainable WL6 Heathcote St Christchurch $2,093,788 2021/22 2023/24 transport network Pocket Park and City Council that is integrated with Pedestrian Project landuse 17 Manage demand AAC Antigua Street Christchurch $2,700,000 2021/22 2021/22 sustainably (Tuam-Moorhouse) City Council 17 Manage demand AAC Central City: Christchurch $4,249,153 2021/22 2023/24 sustainably Wayfinding City Council 17 Manage demand AAC Ferry Road (St Christchurch $4,330,121 2021/22 2025/26 sustainably Asaph-Fitzgerald) City Council 17 Manage demand AAC Lichfield Street Christchurch $3,165,004 2022/23 2024/25 sustainably (Madras-Manchester) City Council 17 Manage demand AAC Worcester Street Christchurch $4,000,000 2023/24 2026/27 sustainably (Fitzgerald Ave to City Council Madras Street) 22 Manage demand AAC High Street (Tuam - Christchurch $4,707,843 2021/22 2024/25 sustainably St Asaph) City Council 23 Invest in a sustainable New Connection: Christchurch $3,133,556 2027/28 2028/29 transport network Cranford Street City Council that is integrated with land use 23 Invest in a sustainable Route Improvement - Christchurch $2,345,000 2021/22 2025/26 transport network Radcliffe Rd City Council that is integrated with land use 23 Invest in a sustainable Route Improvement: Christchurch $2,035,517 2021/22 2022/23 transport network Mairehau Rd (Burwood City Council that is integrated with to Marshland) land use 23 Safe systems Skew Bridge Waimakariri $11,000,000 2022/23 2022/23 implemented Replacement District Council 27 Manage demand AAC Gloucester Street Christchurch $3,250,000 2023/24 2024/25 sustainably (Manchester-Colombo) City Council 27 Manage demand Intersection Christchurch $4,000,000 2022/23 2024/25 sustainably Improvements: City Council Moorhouse / Stewart

Total $204,010,511 DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Programme and funding 51

Table 05: Unassessed Activities

ACTIVITY PERIOD PERIOD CLASS NAME COST START END Waka Kotahi New Zealand Transport Agency Road To Zero Selwyn to Ashburton Safety Improvements $14,275,000 2021/22 2021/22 Road To Zero SH1 Ashley to Belfast [Additional Scope] $6,400,000 2021/22 2023/24 Road To Zero SH1 Rakaia to Ashburton CI - Stage 2 $27,092,000 2021/22 2023/24 Road To Zero SH1 Templeton to Selwyn River $61,432,800 2021/22 2026/27 Road To Zero SH1 Timaru to St Andrews $28,340,000 2021/22 2023/24 Road To Zero SH71 Rangiora to SH1 $16,640,000 2021/22 2023/24 Road To Zero SH73 Christchurch to Darfield $59,704,500 2022/23 2026/27 Road To Zero SH75 Little River to Akaroa $10,940,000 2022/23 2023/24 Road To Zero SH75 Tai Tapu to Little River $13,650,000 2022/23 2023/24

Total $238,474,300

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Programme and funding

Significant activities on

the horizon There are some future regionally significant Other examples of work on the activities that were either not developed horizon include: enough to be part of this prioritisation • Woodend bypass – Traffic volumes along process or were not proposed by a Road State Highway 1 in North Canterbury Controlling Authority due to their own and through Woodend are expected prioritisation processes. Future regionally to double over the next 30 years. This significant activities can be prioritised traffic increase will come from a rise when the Regional Land Transport Plan in long-distance traffic such as freight is reviewed in three years or by variation. vehicles and residential developments. A good example of work on the horizon Investigations show that a four-lane within the period of this plan is the planned bypass is the best option. This would business case for Mass Rapid Transit, which • Improve capacity and efficiency is required under the Government Policy of traffic travelling through the Statement for land transport and supports Woodend corridor our work to improve transport in Greater • Improve the road safety, accessibility Christchurch. and liveability of Woodend for residents Future projections for Greater Christchurch show that a continuation of current • Improve access and connectivity settlement and travel patterns into the for residents and businesses in Woodend, Pegasus, Kaiapoi and future will result in a significant increase in other local communities. transport costs, congestion and reduced accessibility to key economic and social • Upper Ōrari bridge – The Upper opportunities. Transport emissions will Ōrari bridge two-laning project has increase, making it a challenge to meet been considered a priority by the the target for New Zealand to be net zero Geraldine Community Board and the carbon by 2050 as set in the Climate Timaru District Council for a number Change Response (Zero Carbon) Act. of years. Reports have noted two- There is an opportunity to change this laning the bridge would have benefits future - before it’s too late - by focussing for road users regarding road safety, development around high demand mass accessibility for cyclists, travel times rapid transit corridors that enhance low- and vehicle running costs. This bridge is carbon transport options. used by all traffic if the nearby section of SH 1 is blocked for any reason, Greater Christchurch partners are supporting network resilience for collaborating on a study to understand freight and travel connections to the the implications of a Mass Rapid Transit lower South Island. solution for Greater Christchurch. The • Hurunui Mouth Bridge (SH1) – The study focuses in on the main travel 140m-long Hurunui Mouth Bridge is one corridors to the North (between of 15 state highway one-lane bridges Rangiora and Central Christchurch) and in Canterbury and is the South Island’s south-west (between Rolleston and only remaining one-lane bridge on SH 1. central Christchurch). This process has The planned increased port activity at commenced and is following Waka Kotahi Picton and Lyttleton will create a flow- New Zealand Transport Agency’s business on effect down the east coast where case approach to ensure any development traffic such as trucks, trailers and toward a Mass Rapid Transit solution tourist campervans will need to cross progresses in a fit-for-purpose way that the Hurunui Mouth Bridge. Potential provides value for money. benefits that could be investigated include road safety, travel times and vehicle running costs. DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Programme and funding 53

Inter-regional significant activities

Within the proposed business as usual The Whale Trail activities and proposed regionally A 200-km cycle trail and walkway from significant activities there are contributions Picton to Kaikōura (known as The Whale to initiatives that impact the connection of Trail) is a three-year build expected to our region to other regions, which together deliver thousands of international tourists to create significant public benefit. To create Marlborough’s east coast. The project was this benefit often requires collaboration of expected to create 42 full-time jobs over government, councils, private sector and three years of construction, with around community organisations. Other regional 130 indirect jobs created each year through councils will be including the relevant increased tourism in the area. Due to the activities that apply to their side of the impact of the trail, the construction will also connection in their Regional Land be supported by $18m of funding from the Transport Plans. Provincial Growth Fund.

iReX - Inter-Island Resilience Connection The Whale Trail has been in the planning stage since the 2016 Kaikōura Earthquake. KiwiRail is introducing two new, larger, Its name is a nod to the importance of rail-enabled Cook Strait ferries to replace whales to the area. It also mirrors the the three existing ferries as part of its whales’ migratory path, which the trail will Inter-Island Resilience Connection project follow down the east coast of the South (iReX) to meet future demands for inter- Island. It will connect the communities of island freight and passenger travel. These Picton, Blenheim, Seddon, Ward, Kekerengu, changes will result in longer trains of up to Clarence and Kaikōura. This includes 900m in length, and an overall increase 30km that were part of Waka Kotahi and in capacity for freight (rail and road) and KiwiRail works to improve safety, access passengers. This will impact the length of and amenities along SH 1. The 32km Picton closure of the two-level crossings as trains to Blenheim stretch will be the first stage arrive and depart from Picton. Trains will completed. The trail will be accessible for a close both crossings simultaneously for up diverse range of ages and abilities, to six and a half minutes, four times a day, including families. severing east-west connections across Picton. Improving freight flow on the West Coast The assembly of longer trains will In 2017/18, 3.1 million tonnes of freight was also result in the rail marshalling yard exported from the West Coast to other being extended over the Dublin Street regions, with 1.7million tonnes imported. Unequal incoming and outgoing freight crossing, resulting in up to 60-minute flows on the road network reduce the closures at that level crossing, twice a efficiency of freight on the West Coast. day. Additionally, the amount of rail and Much of the goods that are exported from vehicular traffic being discharged at any the West Coast do so by rail, while many one time, especially at peak times, will commodities come in via road; many increase with the higher capacity of the vehicles travelling into the region have new ferries. unused capacity. There is an opportunity to improve the efficiency of freight by upgrading bridges on the West Coast to cater to HPMV and 50MAX trucks reducing the overall number of trips and travel time. SH 73 between the West Coast and Canterbury has been identified as a key route for upgrading over the next five to ten years. DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Programme and funding

Extreme events require resilient severe weather event was felt by both connections to Otago region’s transport networks. This indicates SH1 is a nationally significant road and the importance of Canterbury’s regional the main route connecting Canterbury network resilience on other regional and Otago. In the December 2019 the networks we connect to. Initiatives on the Rangitata Flooding impacted movement horizon, like two-laning the Ōrari Bridge, between Canterbury and Otago. Additional are part of building inter-regional flights and alternative routes from SH 1 network resilience. were employed to alleviate the impact on the network and ensure people and freight, including food, could continue to move between regions. The effect of this

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Programme and funding 55

Expenditure and revenue forecast

Total public expenditure for Canterbury claimable costs and exclude fare revenue land transport projects is forecast (as at and unclaimable costs like depreciation. December 2020) to be around $5.35 billion over the ten years from 2021/22 to 2030/31. Revenue also includes around$350m from Figures 1 and 2 show the distribution of this funds like the Christchurch Regeneration expenditure by activity class and by road Acceleration Facility, COVID Response and controlling authority, respectively. Recovery Fund, Provincial Growth Fund and the New Zealand Upgrade Programme. Ten-year expenditure by activity and by These have contributed to initiatives road controlling authority is shown in Table mentioned in the Plan like Mackenzie 05 (page 51). The primary source of revenue Basin State Highway safety improvements for publicly-funded transport projects are ($5m), major cycleway developments in the National Land Transport Fund (NLTF) Christchurch ($125m), the Whale Trail and local government contributions, with in Kaikoura ($18m), and $159 million for the respective contributions depending on three projects to support growth in Selwyn the Financial Assistance Rate (FAR) applied district and the south-west sector of by NZTA to each organisation. The total Christchurch. Community Vehicle Trusts potential contribution from the National also obtain revenue from local fundraising Land Transport Fund, if all Activities are and community grants, but this revenue funded, is $2.7 billion. NLTF contributions is not included in the tables as it is not to the ten-year expenditure figures are received by a Road Controlling shown in Table 06 (page 57). These are net Authorities as per the Land Transport Management Act.

Chart 01: Funding Sources

62.63% National Land Transport Fund 32.62% Council contributions 3.06% New Zealand Upgrade Programme 1.63% Provincial Growth Fund 0.06% Department of Conservation

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Programme and funding

Chart 02: Expenditure by Organisation

32.3% Waka Kotahi NZ Transport Agency 25.3% Christchurch City Council 21.1% Environment Canterbury 5.8% Timaru District Council 4.9% Selwyn District Council 3.8% Waimakariri District Council 3.2% Ashburton District Council 1.9% Hurunui District Council 1.2% Waimate District Council 1.1% Mackenzie District Council 0.5% Kaikoura District Council 0.1% Department of Conservation

Chart 03: Expenditure by Activity Class

31% Local Road Maintenance 19% Public Transport Services 14% State Highway Maintenance 13% Road to Zero 8% Local Road Improvements 7% State Highway Improvements 3% Public Transport Infrastructure 3% Walking and Cycling 1% Investment Management

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Programme and funding 57

Table 06: Expenditure by Road Controlling Authority across the Government Policy Statement activity classes

Kaikoura Hurunui Waimakariri Selwyn Ashburton Christchurch Activity Class District District District District District City Council Council Council Council Council Council Road to Zero $1,147,978 $942,638 $36,806,459 $87,828,547 $19,133,677 Public Transport $74,250 Services Public Transport $5,629,000 $60,661,025 $7,101,000 Infrastructure Walking and $521,806 $1,650,000 $4,700,000 $154,562,003 $10,675,000 $2,074,040 Cycling Local Road $11,790,982 $7,860,000 $32,221,000 $211,731,569 $57,790,000 $42,913,500 Improvements State Highway

Improvements State Highway

Maintenance Local Road $12,609,481 $93,021,421 $130,048,545 $861,091,272 $160,993,360 $130,937,077 Maintenance Investment $3,000,000 $12,174,000 Management

Grand Total $26,070,247 $103,474,059 $209,405,004 $1,378,874,416 $267,941,287 $175,924,617

Timaru Mackenzie Waimate Department Waka Kotahi Environment Activity Class District District District of NZ Transport Total Canterbury Council Council Council Conservation Agency Road to Zero $7,290,000 $908,000 $582,143,337 $736,200,636 Public Transport $1,056,433,898 $1,056,508,148 Services Public Transport $82,250,334 $155,641,359 Infrastructure Walking and $8,966,670 $183,149,519 Cycling Local Road $77,680,000 $14,890,675 $3,792,585 $352,766 $461,023,077 Improvements State Highway $375,100,258 $375,100,258 Improvements State Highway $790,346,567 $790,346,567 Maintenance Local Road $230,845,000 $46,199,250 $60,950,263 $6,067,223 $1,732,762,892 Maintenance Investment $11,434,231 $2,500,000 $29,108,231 Management

Grand Total $315,815,000 $61,997,925 $64,742,848 $6,419,989 $1,150,118,463 $1,759,056,832 $5,519,840,687

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Programme and funding

Monitoring indicator framework

The performance of the programme of activities in this Plan will be assessed through the measures in the Regional Transport Scorecard outlined below. These measures will be reported on quarterly to the Regional Transport Committee, with data being updated as it becomes available.

The table below shows how each of these measures aligns with Waka Kotahi’s Benefits Framework. This framework was released in mid-2020 and designed to provide a common framework to consider benefits across the entire decision-making process for land transport investments. Most measures directly match a benefit identified in that framework; the remaining measures have a strong nexus with a benefit.

SAFER SYSTEMS IMPLEMENTED (Road to Zero) Measure Desired Data sources Alignment with Alignment with Ministry trend Waka Kotahi Benefits of Transport Outcomes Framework Framework 40% Benefit 1.1 (Impact on Number of deaths Centralised NTLP reduction social cost and incidents and serious injuries database by 2031 of crashes) Annual injuries per Benefit 1.1 (Impact on Centralised NTLP Healthy and million kilometres Decrease social cost and incidents database Safe People travelled of crashes) Waka Kotahi Crash Annual crashes No direct alignment, but Decrease Analysis System involving trucks similar to benefit 1.1. database

MANAGE DEMAND SUSTAINABLY Measure Desired Data sources Alignment with Alignment with Ministry trend Waka Kotahi Benefits of Transport Outcomes Framework Framework Monthly average Reduce Christchurch Benefit 5.1 (impact on travel time on key Transport system reliability) corridors in Greater Operations Centre Christchurch Monthly variability Decrease Christchurch Benefit 5.1 (impact on on key corridors in Transport system reliability) Greater Christchurch Operations Centre Freight to and from Increase MoT Freight No direct alignment, Economic Canterbury ports by Information but similar to Benefit Prosperity rail Gathering System 5.2 (Impact on network Inclusive productivity and utilisation) Access Rail movements Increase MoT Freight No direct alignment, to, from and within Information but similar to Benefit Canterbury Gathering System 5.2 (Impact on network productivity and utilisation) Annual proportion Increase Waka Kotahi Benefit 10.1 (Impact on of vehicle kilometres ONRC database user experience of the travelled that occur on transport system) ‘smooth’ sealed roads DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Programme and funding 59

INVEST IN A SUSTAINABLE TRANSPORT NETWORK THAT IS INTEGRATED WITH LAND USE Measure Desired Data Sources Alignment with Alignment with Ministry trend Waka Kotahi Benefits of Transport Outcomes Framework Framework Greenhouse gas Decrease Regional fuel sales Benefit 8.1 (Benefit on emissions from from individual greenhouse gas emissions) transport in Canterbury Public transport Increase Environment Benefit 10.1 (Impact on Inclusive boardings Canterbury user experience of the Access transport system) Reliability of public Increase Environment Benefit 5.1 (Impact on Environmental transport services in Canterbury system reliability) Sustainability Greater Christchurch Mobility service Increase Environment No direct alignment, but usage (the Total Canterbury similar to benefit 10.2 Mobility Scheme)

MANAGE RISK OF EXPOSURE TO EXTREME EVENTS Measure Desired Data Sources Alignment with Alignment with Ministry trend Waka Kotahi Benefits of Transport Outcomes Framework Framework Number and duration Reduce Centralised NTLP Benefit 1.1 (Impact on Resilience and of incidents on the database social cost and incidents Security Canterbury State of crashes) Highway Network

ADVOCACY FOR INVESTMENT IN CANTERBURY TRANSPORT NETWORK Measure Desired Data Sources Alignment with Alignment with Ministry trend Waka Kotahi Benefits of Transport Outcomes Framework Framework Percent of maintenance Individual RCAs N/A bid funded by NZTA by RCA compared to Healthy and previous National Land Safe People Transport Programme Resilience Percent of Individual RCAs N/A and Security maintenance 100% (excluding Waka rate funded by RCA Kotahi)

In addition to the above measures, reporting to the Regional Transport Committee will also include contextual data such as regional GDP, results from Statistics NZ’s General Social Survey and relevant tourism statistics.

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Appendices Appendix1: Regional programme details The full regional programme is shown in the following tables. This includes business as usual activities that are not regionally significant. Details of specific projects can be obtained from the organisation responsible, for example the Canterbury Regional Public Transport Plan and Long Term Plans.

Tabel 07: all activities by approved authority

PERIOD PERIOD STATUS ACTIVITY CLASS NAME COST START END Ashburton District Council BAU Local Road Improvements Low cost / low risk improvements $42,913,500 2021/22 2030/31 2021-31 BAU Local Road Maintenance Maintenance, Operations and $130,422,077 2021/22 2030/31 Renewals Programme 2021-31 BAU Road to Zero Road Safety Promotion 2021-24 $515,000 2021/22 2023/24 BAU Walking and Cycling Low cost / low risk improvements $2,074,040 2021/22 2030/31 2021-31 Christchurch City Council BAU Investment Management Business Case activities $3,000,000 2021/22 2030/31 BAU Local Road Improvements Low cost / low risk improvements $18,943,129 2021/22 2023/24 2021-24 BAU Local Road Improvements Programme - Network Management $12,372,620 2021/22 2026/27 Improvements: RONS Downstream BAU Local Road Improvements Subdivisions (Transport $6,206,643 2021/22 2030/31 Infrastructure) Committed Local Road Improvements AAC Hereford Street (Manchester- $2,438,134 2021/22 2021/22 Cambridge) Committed Local Road Improvements Corridor 2 - Inters Improvement: $7,944,950 2021/22 2021/22 Lower Styx/Marshland Committed Local Road Improvements Dyers Pass Route Standard Safety $6,185,934 2021/22 2021/22 Intervention (SIS) Committed Local Road Improvements Intersection Improvement: $2,265,851 2021/22 2021/22 Cashmere/HoonHay/Worsley Committed Local Road Improvements Northern Arterial Extension and $173,422 2021/22 2021/22 Cranford Street Upgrade - CCC Design Fees Priority Local Road Improvements AAC Central City: Wayfinding $4,249,153 2021/22 2023/24 Priority Local Road Improvements Halswell Junction Road Extension $9,156,922 2021/22 2024/25 Priority Local Road Improvements Intersection Improvement: Greers / $5,000,000 2022/23 2025/26 Northcote / Sawyers Arms Priority Local Road Improvements Intersection Improvements: $4,000,000 2022/23 2024/25 Moorhouse / Stewart Priority Local Road Improvements New Connection: Cranford Street $3,133,556 2027/28 2028/29 DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Appendices

PERIOD PERIOD STATUS ACTIVITY CLASS NAME COST START END Priority Local Road Improvements Pound and Ryan Road Corridor $7,000,000 2022/23 2029/30 Improvements Priority Local Road Improvements R102 Pages Road Bridge $17,554,763 2021/22 2024/25 Priority Local Road Improvements Route Improvement: Radcliffe Rd $2,345,000 2021/22 2025/26 Priority Local Road Improvements Route Improvement: Mairehau Rd $2,035,517 2021/22 2022/23 (Burwood to Marshland) 4 or more Local Road Improvements R109 Fitzgerald Ave Twin Bridge $24,840,066 2027/28 2029/30 years out Renewal 4 or more Local Road Improvements Route Improvement: Innes Rd $2,506,825 2029/30 2030/31 years out 4 or more Local Road Improvements Route Improvement: Northcote Rd $12,885,226 2027/28 2030/31 years out BAU Local Road Maintenance Maintenance, Operations and $861,091,272 2021/22 2030/31 Renewals Programme 2021-31 BAU Public Transport Bus interchange upgrades $12,750,000 2021/22 2030/31 Infrastructure BAU Public Transport Low cost / low risk improvements $100,022 2021/22 2023/24 Infrastructure 2021-24 Committed Public Transport Cluster 6: Core PT Route/Facilities: $2,668,194 2021/22 2021/22 Infrastructure SW Lincoln Road Phase 1 Priority Public Transport Bus lane priority programme $24,500,000 2023/24 2030/31 Infrastructure Priority Public Transport Core PT Route & Facilities: South $2,628,605 2023/24 2026/27 Infrastructure (Colombo St) Priority Public Transport Lincoln Road Passenger Transport $9,866,575 2021/22 2024/25 Infrastructure Improvements between Curletts and Wrights 4 or more Public Transport Network Management Improvements $4,585,370 2024/25 2030/31 years out Infrastructure : Main North Road Corridor BAU Road to Zero Low cost / low risk improvements $16,658,090 2021/22 2023/24 2021-24 BAU Road to Zero Road Safety Promotion 2021-24 $5,365,358 2021/22 2023/24 Priority Road to Zero Evans Pass Road and Reserve Terrace $15,350,000 2021/22 2027/28 Remedial Works Priority Road to Zero Intersection Improvement: Pound $5,000,000 2021/22 2023/24 / Ryans 4 or more Road to Zero Intersection Improvement: Hawkins $2,872,328 2025/26 2027/28 years out / Hills / Prestons BAU Walking and Cycling Low cost / low risk improvements $3,943,062 2021/22 2023/24 2021-24 BAU Walking and Cycling MCR Wheels to Wings - Section 2 - $9,366,808 2021/22 2025/26 Greers Road to Wooldridge Road Committed Walking and Cycling AAC High Street (Cashel to Tuam) $1,146,358 2021/22 2021/22 Committed Walking and Cycling Major Cycleway: Heathcote $6,410,542 2021/22 2021/22 Expressway (Heathcote Rail-City) UCF Section 2

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PERIOD PERIOD STATUS ACTIVITY CLASS NAME COST START END Committed Walking and Cycling Major Cycleway: Little River Link $49,950 2021/22 2021/22 (Little River Route) UCF Committed Walking and Cycling Major Cycleway: Nor’West Arc $4,268,099 2021/22 2021/22 Section 1c Committed Walking and Cycling Major Cycleway: Nor’West Arc $10,152,580 2021/22 2021/22 Section 2 Committed Walking and Cycling Major Cycleway: Nthn Line (Nthn $127,429 2021/22 2021/22 Rail Rte to Rcton) UCF T Section 1a Committed Walking and Cycling Major Cycleway: Nthn Line (Nthn $4,268,857 2021/22 2021/22 Rail Rte to Rcton) UCF T Section 2 Committed Walking and Cycling Major Cycleway: Nthn Line (Nthn $2,360,945 2021/22 2021/22 Rail Rte to Rcton) UCF T Section 3 Committed Walking and Cycling Major Cycleway: Rapanui - Shag Rock $4,082,010 2021/22 2021/22 (Sumner to City) UCF Section 3 Committed Walking and Cycling Major Cycleway: South Express $10,282,797 2021/22 2021/22 (Hornby Rail-Templeton to City) - Hagley to Riccarton Committed Walking and Cycling Major Cycleway: South Express $2,751,588 2021/22 2021/22 (Hornby Rail-Templeton to City) - Riccarton to Craven Committed Walking and Cycling Northern Arterial Extension and $3,795,454 2021/22 2021/22 Cranford Street Upgrade - DEMP Cycle Way Links Priority Walking and Cycling AAC Antigua Street (Tuam- $2,700,000 2021/22 2021/22 Moorhouse) Priority Walking and Cycling AAC Ferry Road (St Asaph-Fitzgerald) $4,330,121 2021/22 2025/26 Priority Walking and Cycling AAC Gloucester Street (Manchester- $3,250,000 2023/24 2024/25 Colombo) Priority Walking and Cycling AAC High Street (Tuam - St Asaph) $4,707,843 2021/22 2024/25 Priority Walking and Cycling AAC Lichfield Street (Madras- $3,165,004 2022/23 2024/25 Manchester) Priority Walking and Cycling AAC Worcester Street (Fitzgerald Ave $4,000,000 2023/24 2026/27 to Madras Street) Priority Walking and Cycling Belfast Park Plan Change 43 Cycle/ $3,959,107 2021/22 2025/26 Pedestrian Rail Crossing Priority Walking and Cycling Canterbury Multi-Use Arena (CMUA) - $25,000,000 2023/24 2024/25 Arena Support Package Priority Walking and Cycling MCR Avon - Otakaro Route - Section $12,901,788 2021/22 2025/26 1 - Fitzgerald Avenue to Swanns Road Bridge Priority Walking and Cycling MCR Wheels to Wings - Section 1 - $5,582,763 2024/25 2026/27 Harewood Road to Greers Road Priority Walking and Cycling WL6 Heathcote St Pocket Park and $2,093,788 2021/22 2030/31 Pedestrian Project 4 or more Walking and Cycling AAC / CCRP Cathedral Square / $14,800,000 2024/25 2030/31 years out Colombo Street (Hereford to Armagh Street)

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PERIOD PERIOD STATUS ACTIVITY CLASS NAME COST START END 4 or more Walking and Cycling AAC Bealey Avenue $5,308,450 2029/30 2030/31 years out 4 or more Walking and Cycling AAC Cambridge Terrace (Montreal- $2,320,000 2027/28 2028/29 years out Rolleston) 4 or more Walking and Cycling AAC Colombo Street (St Asaph- $5,390,000 2024/25 2028/29 years out Moorhouse) 4 or more Walking and Cycling AAC Gloucester Street (Madras- $3,118,068 2025/26 2029/30 years out Manchester) 4 or more Walking and Cycling AAC Gloucester Street (Oxford- $2,805,000 2025/26 2027/28 years out Montreal) 4 or more Walking and Cycling AAC Madras Street - Stages1-3 $5,000,000 2027/28 2028/29 years out 4 or more Walking and Cycling AAC Madras Street (Kilmore- $6,720,000 2025/26 2029/30 years out Lichfield) 4 or more Walking and Cycling AAC Montreal Street (Tuam-St Asaph) $2,652,000 2027/28 2028/29 years out 4 or more Walking and Cycling AAC Rolleston Avenue (Hereford- $4,440,000 2024/25 2027/28 years out Armagh) 4 or more Walking and Cycling AAC Salisbury Street and Kilmore $19,600,000 2021/22 2030/31 years out Street 4 or more Walking and Cycling Cathedral Square improvements $5,000,000 2028/29 2029/30 years out northern side. 4 or more Walking and Cycling Cycle Connections: Little River $2,156,000 2024/25 2029/30 years out Link 4 or more Walking and Cycling Local Cycle Network: Avonside & $2,720,500 2025/26 2027/28 years out Wainoni 4 or more Walking and Cycling Local Cycle Network: North-West $2,117,500 2029/30 2030/31 years out Outer Orbital 4 or more Walking and Cycling Local Cycle Network: Northwood $2,200,000 2028/29 2030/31 years out 4 or more Walking and Cycling MCR Avon - Otakaro Route - $14,379,251 2024/25 2026/27 years out Section 2 - Swanns Road Bridge to ANZAC Drive Bridge 4 or more Walking and Cycling MCR Avon - Otakaro Route - Section 3 $5,616,103 2024/25 2026/27 years out - ANZAC Drive Bridge to New Brighton 4 or more Walking and Cycling MCR Opawaho River Route - Section $10,009,080 2021/22 2021/22 years out 1 - Princess Margaret Hospital to Corson Avenue 4 or more Walking and Cycling MCR Opawaho River Route - Section 2 $5,353,450 2024/25 2027/28 years out - Corson Avenue to Waltham Road 4 or more Walking and Cycling MCR Opawaho River Route - Section 3 $33,384,647 2021/22 2028/29 years out - Waltham Road To Ferrymead Bridge 4 or more Walking and Cycling MCR Southern Lights - Section 1 - $3,527,202 2024/25 2026/27 years out Strickland Street to Tennyson St

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PERIOD PERIOD STATUS ACTIVITY CLASS NAME COST START END 4 or more Walking and Cycling MCR Wheels to Wings - Section $4,336,914 2025/26 2028/29 years out 3 - Wooldridge Road to Johns Rd Underpass Department of Conservation BAU Local Road Improvements Low cost / low risk improvements $352,766 2021/22 2030/31 2021-31 BAU Local Road Maintenance Maintenance, Operations and $6,067,223 2021/22 2030/31 Renewals Programme 2021-31 Environment Canterbury BAU Public Transport Services Low cost / low risk improvements $4,447,766 2021/22 2023/24 2021-24 BAU Public Transport Services Public Transport Services Continuous $1,056,433,898 2021/22 2030/31 Programme BAU Public Transport Public Transport Services Continuous $82,250,334 2021/22 2030/31 Infrastructure Programme BAU Investment Management Project Next (national ticketing $6,054,907 2021/22 2030/31 system) BAU Investment Management RLTP Development and RTC Work $11,434,231 2021/22 2030/31 Programme Hurunui District Council BAU Local Road Improvements Low cost / low risk improvements $7,785,000 2021/22 2030/31 2021-31 BAU Local Road Improvements SPR Low cost / low risk improvements $75,000 2021/22 2023/24 2021-24 BAU Local Road Maintenance Maintenance, Operations and $82,414,371 2021/22 2030/31 Renewals Programme 2021-31 BAU Local Road Maintenance SPR Maintenance, Operations and $10,607,050 2021/22 2023/24 Renewals Programme 2021-24 BAU Walking and Cycling Low cost / low risk improvements $1,650,000 2021/22 2030/31 2021-31 BAU Road to Zero Road Safety Promotion 2021-31 $942,638 2021/22 2030/31 Kaikoura District Council BAU Local Road Improvements Low cost / low risk improvements $11,790,982 2021/22 2030/31 2021-31 BAU Local Road Maintenance Maintenance, Operations and $12,609,481 2021/22 2030/31 Renewals Programme 2021-31 BAU Road to Zero Road Safety Promotion 2021-31 $1,147,978 2021/22 2030/31 BAU State Highway Low cost / low risk improvements $200,000 2021/22 2023/24 Improvements 2021-24 BAU Walking and Cycling Low cost / low risk improvements $521,806 2021/22 2030/31 2021-31 Mackenzie District Council BAU Local Road Improvements Braemar Road Seal Extension $3,000 2021/22 2021/22 BAU Local Road Improvements Haldon Road Seal Extension $3,000 2021/22 2021/22 BAU Local Road Improvements Hayman Road Seal Extension $3,000 2021/22 2021/22

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PERIOD PERIOD STATUS ACTIVITY CLASS NAME COST START END BAU Local Road Improvements Lilybank Road Seal Extension $603,000 2021/22 2023/24 BAU Local Road Improvements Low cost / low risk improvements $14,278,675 2021/22 2030/31 2021-31 BAU Local Road Maintenance Maintenance, Operations and $46,199,250 2021/22 2030/31 Renewals Programme 2021-31 BAU Road to Zero Low cost / low risk improvements $908,000 2021/22 2030/31 2021-31 Selwyn District Council BAU Investment Management Business Case activities $12,174,000 2021/22 2030/31 BAU Local Road Improvements Low cost / low risk improvements $48,290,000 2021/22 2030/31 2021-31 Priority Local Road Improvements Shands and Hamptons Rural $5,000,000 2023/24 2023/24 Roundabout Priority Local Road Improvements Shands and Trents Rural Roundabout $4,500,000 2022/23 2022/23 BAU Local Road Maintenance Maintenance, Operations and $160,993,360 2021/22 2030/31 Renewals Programme 2021-31 BAU Public Transport Low cost / low risk improvements $7,101,000 2021/22 2030/31 Infrastructure 2021-31 BAU Public Transport Services Low cost / low risk improvements $63,400 2021/22 2021/22 2021-22 BAU Road to Zero Low cost / low risk improvements $18,153,677 2021/22 2030/31 2021-31 BAU Road to Zero Road Safety Promotion 2021-24 $980,000 2021/22 2023/24 BAU Walking and Cycling Low cost / low risk improvements $10,675,000 2021/22 2030/31 2021-31 Timaru District Council BAU Local Road Improvements Low cost / low risk improvements $77,680,000 2021/22 2030/31 2021-31 BAU Local Road Maintenance Maintenance, Operations and $225,045,000 2021/22 2030/31 Renewals Programme 2021-31 BAU Road to Zero Low cost / low risk improvements $7,290,000 2021/22 2030/31 2021-31 BAU Road to Zero Road Safety Promotion 2021-31 $5,800,000 2021/22 2030/31 Waimakariri District Council BAU Local Road Improvements Low cost / low risk improvements $32,221,000 2021/22 2030/31 2021-31 Priority Local Road Improvements Skew Bridge Replacement $11,000,000 2021/22 2023/24 BAU Local Road Maintenance Maintenance, Operations and $130,666,954 2021/22 2030/31 Renewals Programme 2021-31 BAU Public Transport Low cost / low risk improvements $5,629,000 2021/22 2030/31 Infrastructure 2021-31 BAU Public Transport Services Low cost / low risk improvements $1,800,000 2021/22 2023/24 2021-24 BAU Road to Zero Low cost / low risk improvements $36,191,349 2021/22 2030/31 2021-31

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PERIOD PERIOD STATUS ACTIVITY CLASS NAME COST START END BAU Road to Zero Road Safety Promotion 2021-24 $615,110 2021/22 2023/24 BAU Walking and Cycling Low cost / low risk improvements $4,700,000 2021/22 2030/31 2021-31 Waimate District Council BAU Local Road Improvements Low cost / low risk improvements $3,792,585 2021/22 2030/31 2021-31 BAU Local Road Maintenance Maintenance, Operations and $60,950,263 2021/22 2030/31 Renewals Programme 2021-31 Waka Kotahi NZ Transport Agency BAU Investment Management PT Futures Mass Rapid Transit $2,500,000 2021/22 2023/24 Other funds New Zealand Upgrade Rolleston Inter-connection $60,000,000 2022/23 2025/26 Programme improvement Other funds New Zealand Upgrade Rural intersection safety $34,000,000 2021/22 2023/24 Programme improvements Other funds New Zealand Upgrade SH75 Halswell Road Improvements $25,000,000 2021/22 2023/24 Programme Other funds New Zealand Upgrade SH76 Brougham Street corridor 40,000,000 2022/23 2024/25 Programme improvements Other funds New Zealand Upgrade SH8 SH79 SH80 Mackenzie Basin 5,000,000 2021/22 2021/22 Programme improvements BAU Road to Zero Canterbury SH Speed Management 2,398,137 2021/22 2021/22 Guide Imp BAU Road to Zero Road to Zero Speed and 16,620,000 2021/22 2030/31 Infrastructure Low cost / low risk improvements 2021-31 BAU Road to Zero SH1 Ashley to Belfast (SH71 to Tram 1,635,000 2021/22 2021/22 Rd) BAU Road to Zero SH1 Ashley to Belfast SSI (Williams 555,000 2021/22 2021/22 St to Gressons Rd) BAU Road to Zero SH79 Taylor Road to Railway Place 1,180,000 2021/22 2021/22 BAU Road to Zero Speed Management Improvements 6,540,000 2021/22 2030/31 2021-31 BAU Road to Zero Speed Management Low cost / low 5,460,000 2021/22 2030/31 risk improvements 2021-31 unassessed Road to Zero Rakaia to Ashburton Safety 14,275,000 2021/22 2021/22 Improvements unassessed Road to Zero SH1 Ashley to Belfast [Additional 6,400,000 2021/22 2023/24 Scope] unassessed Road to Zero SH1 Rakaia to Ashburton CI - Stage 2 27,092,000 2021/22 2023/24 unassessed Road to Zero SH1 Templeton to Selwyn River 61,432,800 2021/22 2026/27 unassessed Road to Zero SH1 Timaru to St Andrews 28,340,000 2021/22 2023/24 unassessed Road to Zero SH71 Rangiora to SH1 16,640,000 2021/22 2023/24 unassessed Road to Zero SH73 Christchurch to Darfield 59,704,500 2022/23 2026/27 unassessed Road to Zero SH75 Little River to Akaroa 10,940,000 2022/23 2023/24 unassessed Road to Zero SH75 Tai Tapu to Little River 13,650,000 2022/23 2023/24

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PERIOD PERIOD STATUS ACTIVITY CLASS NAME COST START END 4 or more Road to Zero Christchurch Urban $6,600,000 2027/28 2029/30 years out 4 or more Road to Zero SH1 Ashburton to Timaru $89,860,000 2024/25 2026/27 years out 4 or more Road to Zero SH1 Leithfield Road and SH1 $5,000,000 2024/25 2026/27 years out Intersection 4 or more Road to Zero SH1 Regional Boundary to Blue $1,580,000 2024/25 2024/25 years out Duck Valley 4 or more Road to Zero SH1 St Andrews to Glenavy $18,260,000 2026/27 2028/29 years out 4 or more Road to Zero SH7 Hurunui Bluff Road to Kellocks $3,832,000 2027/28 2028/29 years out Road 4 or more Road to Zero SH73 Kowai Bridge to Arthurs Pass $1,610,000 2027/28 2028/29 years out 4 or more Road to Zero SH83 Omarama to SH01 $2,170,000 2024/25 2028/29 years out BAU State Highway Elephant Hill Stream Bridge $3,500,000 2021/22 2021/22 Improvements BAU State Highway Low cost / low risk improvements $43,798,884 2021/22 2030/31 Improvements 2021-31 BAU State Highway Waihao (North Branch) Bridge $6,580,000 2021/22 2021/22 Improvements BAU State Highway Waimakariri Bluffs and Paddy’s $1,000,000 2021/22 2023/24 Improvements Bend - Part 2 Committed State Highway Weigh Right Glasnevin $9,091,550 2021/22 2021/22 Improvements Committed State Highway Weigh Right Rakaia $3,596,224 2021/22 2022/23 Improvements 4 or more State Highway Anzac Drive Bridge $11,900,000 2027/28 2027/28 years out Improvements 4 or more State Highway Garlands Road Overbridge $2,100,000 2024/25 2024/25 years out Improvements BAU State Highway Maintenance Maintenance, Operations and $790,346,567 2021/22 2030/31 Renewals Programme 2021-31 BAU Walking And Cycling Low cost / low risk improvements $8,966,670 2021/22 2030/31 2021-31

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Appendix 02: Significance Policy Each regional transport committee must, considered significant for purposes | in accordance with section 106(2) of of consultation: the Act, adopt a policy that determines 1. Addition of an activity or combination “significance” in respect of variations of activities that has previously been it wishes to make to its Regional Land consulted on in accordance with Transport Plan (“Plan”) as provided for by section 18 of the Land Transport section 18D of the Act and the activities that Management Act (LTMA) are included in the plan under section 16. 2. A scope change to an activity or the addition or removal of an activity that Variations to the Regional Land has a value of less than$5 million Transport Plan 3. Replacement of activities within an If good reason exists to do so, a regional approved programme or group with transport committee may prepare a activities of the same type and variation to its Plan during the period general priority to which it applies. A variation may 4. Funding requirements for preventative be prepared by a regional transport maintenance and emergency committee: reinstatement activities 1. at the request of an approved 5. Improvements to routes which are organisation or the transport agency needed to support changes in traffic 2. on the regional transport committee’s following an emergency own motion. 6. For improvement projects variations to timing, cash flow or total cost resulting Consultation is not required for any from costs changes variation to the Plan that is not significant 7. End-of-year carry-over of allocations in terms of this Significance Policy. 8. Addition of the investigation or design The Significance Policy is defined below. phase of a new activity which has not been previously consulted upon in Where a variation to the Plan is required, accordance with section 18 of the Act. the significance of that variation will be determined on a case-by-case basis. Variations to timing of activities if sufficient reasoning is provided for the variation and Relevant considerations include: the variation does not substantially alter • Whether the improvement activity is the balance. large or of strategic importance • Whether the activity has a significant Inclusion and prioritisation of activities effect on the objectives in this Plan in the Regional Land Transport Plan • Whether the activity impacts on the For activities included in the Plan, section overall affordability of the Plan 16(3)(d) of the LTMA requires the Plan to • Whether the activity has significant show the order priority for all activities network, economic or land use identified by the regional transport implications or impacts on Canterbury committee as significant. In this Plan we and/or other regions have listed and prioritised all activities that • The extent to which, and the manner in the regional transport committee resolves which, the matter has already been or as being regionally significant. needs to be consulted upon. For the avoidance of doubt, the following variations to the Plan are not generally DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Appendices

Appendix 03: Assessment of compliance with LTMA section 14 Section 16(6) of the LTMA requires the The RLTP must take into account: inclusion of an assessment of how the Plan • The National Energy Efficiency and complies with section 14 of the Act. The Conservation Strategy following outlines how this requirement has • Relevant National Policy Statement and been met. any relevant Regional Policy Statements An RLTP must contribute to the purpose or plans that are, for the time being, in of the LTMA which is “to contribute to an force under the RMA effective, efficient, and safe land transport • Likely funding from any source. system in the public interest” (section 3, LTMA). This purpose is reflected in the This Plan supports the National Energy objectives of this Plan and the prioritisation Efficiency and Conservation Strategy process and the resulting statement of through their priority of efficient and low- priorities. In addition, Waka Kotahi and emissions transport. Activities in the plan approved authorities provide assessments align with this priority by supporting an of effectiveness and efficiency in submitting efficient freight network, better passenger projects for funding. Safety is explicitly transport and improved walking and included as an objective in the Plan. cycling options. Similarly, the relevant An RLTP must be consistent with the sections of the Canterbury Regional Policy GPS which has been incorporated in the Statement and district plans are reflected development of this Plan. There is also in the activities put forward in this Plan and alignment between the objectives in the the respective priorities applied. GPS and this Plan. All likely substantial funding sources have In developing the Plan, the Regional been taken into account and are identified Transport Committee must consider within this Plan. alternative regional land transport objectives that would contribute to the purpose of the LTMA, and the feasibility and affordability of those alternative objectives. The development of the consultation draft included the creation of objectives which were identified following an Investment Logic Mapping (ILM) process which included consideration of alternatives and their feasibility. A further facilitated workshop was held for Regional Transport Committee members in 2020, to review these existing objectives to ensure they were still fit-for-purpose. The public notification and submissions provides further opportunity for consideration of alternative objectives.

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Appendix 04: Assessment of the relationship of Police activities to the RLTP Section 16(6) of the LTMA requires the inclusion The Canterbury Police have a core role of an assessment of the relationship of Police in working with other transport sector activities to the RLTP. agencies, including Waka Kotahi and local authorities, to co-ordinate the delivery Police’s strategic direction is outlined in of programmes. In Canterbury, local Police’s Statement of Intent 2020-2025. authorities, the Police and other partner This RLTP aligns with their core goal of agencies develop annual road safety Safe Roads. As part of that goal, the New action plans and regularly report against Zealand Police has committed to Road to these plans. Zero along with Ministry of Transport and Waka Kotahi. Additionally, the Regional Commissioner of Canterbury Police was provided the Police have also made considerable opportunity to comment during the commitments to road safety through the development of this Plan. Road Safety Partnership Programme 2018- 2021. This operational framework has led Activities that are part of Road to Zero and to the introduction of a range of measures Road Safety Promotion are treated as the to promote a safe road system. Police have highest priority, ‘business as usual’, in identified the following priority areas: this RLTP. • Not wearing seatbelts or using child restraints • Impaired driving from alcohol, drugs or fatigue • Distracted driving • Speed.

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Appendix 05: Summary Appendix 06: Legislative of consultation requirements Transport planning involves consultation The following extracts from the LTMA with many parts of our community. outline the key requirements with respect Projects that have been submitted to regional land transport plans. by Road Controlling Authorities for consideration in the Plan have undergone Section 14 - core requirements of rigorous development processes. The regional land transport plans development work undertaken by Road Before a regional transport committee Controlling Authorities includes the liaison submits a regional land transport plan to and consultation with Maori to take into a regional council, the regional transport consideration their needs and aspiration, committee must: and the opportunity for everyone to a. be satisfied that the regional land submit on projects via local government transport plan processes. i. contributes to the purpose of this Act At a regional level, the focus is on the ii. is consistent with the GPS on land broader network and the strategic transport alignment of projects against b. have considered regional objectives. i. alternative regional land transport The draft Canterbury Regional Land objectives that would contribute to Transport Plan was developed with input the purpose of this Act from territorial authorities, Waka Kotahi, ii. the feasibility and affordability of and the New Zealand Police. It considered those alternative objectives existing public documents as required by c. have taken into account any the LTMA, such as the National Energy Efficiency and Conservation Strategy. i. NEECS Mahaanui Iwi Management Plan for Te ii. relevant NPS and any relevant RPSs Rūnanga o Ngāi Tahu has also been used or plans that are, for the time being, in the development of the Plan to ensure in force under the RMA alignment with the aspirations of Ngāi iii. likely funding from any source. Tahu. Advice has also been provided by Te Paiherenga, a committee of Canterbury Section 16 - form and content of regional Rūnanga members, to staff during the land transport plants development of the Plan. 1. A regional land transport plan must The draft RLTP will be available for public set out the region’s land transport consultation in February 2021. objectives, policies, and measures for at least ten financial years from the start of the regional land transport plan. 2. A regional land transport plan must include: a. a statement of transport priorities for the region for the ten financial years from the start of the regional land transport plan b. a financial forecast of anticipated revenue and expenditure on activities for the ten financial years from the start of the regional land transport plan

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c. all regionally significant expenditure i. the objective or policy to which the on land transport activities to be activity will contribute funded from sources other than the ii. an estimate of the total cost and the NLTF during the six financial years cost for each year from the start of the regional land iii. the expected duration of the activity transport plan iv. any proposed sources of funding d. an identification of those activities other than the NLTF (including, (if any) that have inter-regional but not limited to, tolls, funding from significance. approved organisations, and contributions from other parties) 3. For the purpose of seeking payment v. any other relevant information from the national land transport fund, a regional land transport plan must f. the measures that will be used to contain for the first six financial years to monitor the performance of the which the plan relates: activities. a. activities proposed by approved 4. An organisation may only propose an organisations in the region relating to activity for inclusion in the regional Local road maintenance, local road land transport plan if it or another renewals, local road minor capital organisation accepts financial works, and existing public transport responsibility for the activity. services For the purpose of the inclusion of b. (not relevant to Canterbury) activities in a national land transport c. the following activities that the programme: regional transport committee decides a. a regional land transport plan must be to include in the regional land in the form and contain the detail that transport plan: the agency may prescribe in writing to i. activities proposed by approved regional transport committees organisations in the region … other b. the assessment under subsection (3) than those activities specified in (e) must be in a form and contain paragraphs (a) and (b) the detail required by the regional ii. activities relating to state highways in transport committee, taking account the region that are proposed by the of any prescription made by the agency agency under paragraph (a) iii. activities, other than those relating to state highways, that the agency may 5. For the purpose of the inclusion of propose for the region and that the activities in a national land transport agency wishes to see included in the programme: regional land transport plan a. a regional land transport plan must be d. the order of priority of the significant in the form and contain the detail that activities that a regional transport the agency may prescribe in writing to committee includes in the regional regional land transport committees land transport plan under paragraphs b. the assessment under subsection (3) (a), (b), and (c) (e) must be in a form and contain e. an assessment of each activity the detail required by the regional prepared by the organisation that transport committee, taking account proposes the activity under paragraph of any prescription made by the (a), (b), or (c) that includes: agency under paragraph (a).

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6. A regional land transport plan must Section 106 - functions of regional also include: transport committees a. an assessment of how the plan 1. The functions of each regional transport complies with section 14 committee are: b. an assessment of the relationship of a. to prepare a regional land transport Police activities to the regional land plan, or any variation to the plan, for transport plan the approval of the relevant regional council. c. a list of activities that have been approved under section 20 but are not b. to provide the regional council with yet completed any advice and assistance the regional council may request in relation to its d. an explanation of the proposed transport responsibilities. action, if it is proposed that an activity be varied, suspended or abandoned 2. Each regional transport committee must adopt a policy that determines e. a description of how monitoring significance in respect of: will be undertaken to assess implementation of the regional land a. variations made to regional land transport plan transport plans under section 18D f. a summary of the consultation carried b. the activities that are included in the out in the preparation of the regional regional land transport plan under land transport plan section 16. g. a summary of the policy relating to significance adopted by the regional transport committee under section 106(2) h. any other relevant matters. For the purposes of this section, existing public transport services means the level of public transport services in place in the financial year before the commencement of the regional land transport plan, and any minor changes to those services.

Section 18 - consultation requirements 1. When preparing a regional land transport plan, a regional transport committee: a. must consult in accordance with the consultation principles specified in section 82 of the Local Government Act 2002 b. may use the special consultative procedure specified in section 83 of the Local Government Act 2002.

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Glossary:

Active transport Transport modes that rely on human power, primarily walking and cycling. An Accessible City (AAC) An Accessible City refers to the transport chapter of the Christchurch Central Recovery Plan. It was launched in October 2013. Canterbury For the purposes of this strategy, the Canterbury region is the administrative area covered by the Canterbury Regional Council, excluding the administrative area covered by the Waitaki District Council. The whole of the Waitaki District is covered under the Otago Regional Land Transport Plan. Capacity The theoretical maximum number of vehicles (vehicular capacity) or persons (person capacity) that can pass through a given section of road or an intersection during a given period of time, usually expressed as vehicles per hour or persons per hour. Community transport A transport service established and operated by a community for members of that community. Corridor A geographical area usually defined by a railway, motorway, roadway, or other physical element and its immediate surrounding area. COVID Response A fund initiated by the Government in 2020 to fund stimulus projects to assist the Recovery Fund economic recovery of COVID-19. Financial Assistance Rate A percentage of costs funded by Waka Kotahi NZTA recognizing that there are (FAR) national and local benefits from investment in the network. Government Policy A high level statement of intent from the Government regarding land transport in Statement for Land New Zealand. Transport Greater Christchurch For the purpose of this plan, greater Christchurch is the area covered by the Greater Christchurch Urban Development Strategy (UDS). Greater Christchurch comprises the Christchurch City Council area, including Lyttelton Harbour but not the remainder of Banks Peninsula, and parts of Waimakariri and Selwyn district councils. For a map of the UDS area, visit www.greaterchristchurch.org.nz Infrastructure All fixed components of a transportation system, including roadways and bridges, railways, ports, park-and-ride sites, bus stops/shelters and other physical elements. Investment Logic A technique to test and confirm the rationale for a proposed investment. Mapping (ILM) Land transport Means: (a) transport on land by any means, (b) the infrastructure, goods and services facilitating that transport. The definition also includes coastal shipping. Land transport system All infrastructure, services, mechanisms and institutions that contribute to providing for land transport. Level of service A qualitative measure that describes the operational conditions of a road or intersection. Level of service ‘C’ The Austroads Guide to Traffic Engineering Practice – Part 2 Roadway Capacity describes this level of service as “The zone of stable flow but most drivers are restricted to some extent in their freedom to select their desired speed and to manoeuvre within the traffic stream. The general level of comfort and convenience declines noticeably at this level”. In the context of this RLTP, the term is used to describe the desired minimum level of service on the regional strategic road network that lies outside of greater Christchurch. DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Appendices 77

Local roads Roads operated by territorial local authorities. LTMA Land Transport Management Act 2003. Mobility The ability to move or be moved freely and easily. Mobility is not the same as accessibility which is about the ease of reaching a specific location or service. Multi-modal Used to describe travel or transport of goods involving more than one transport mode. Mode A categorisation of transport methods, e.g. private motor vehicle, walking, cycling, rail, public transport. Motor vehicles A vehicle powered by an engine or motor, including cars, vans, trucks, trains and motorbikes. National Energy A Government strategy prepared under the Energy Efficiency and Conservation Efficiency and Act 2000. Conservation Strategy (NEECS) National Land Transport The dedicated part of the Crown Bank Account into which land transport revenue, Fund (NLTF) as defined in section 6 of the Land Transport Management Act 2003, is paid National Land Transport The mechanism through which NZTA allocates funds for land transport Programme (NLTP) infrastructure and services. NPS National Policy Statement issued under the RMA. National policy statements (NPS’s) enable central government to prescribe objectives and policies for matters of national significance which are relevant to achieving the sustainable management purpose of the Resource Management Act. Network Infrastructure or services that are connected to enable the transition of people and goods from one piece of infrastructure or service to another. New Zealand Upgrade A fund established by the Government to support the upgrade of essential roads Programme (NZUP) in New Zealand. One Network Road A road classification system jointly developed by Waka Kotahi and local Classification (ONRC) government to provide a nationally consistent framework for determining road function, future levels of service, the appropriate maintenance levels, and improvement priorities. Outcome Outcomes set out how the objectives of the strategy will be delivered. Peak time The time period, usually in the morning and in the afternoon, when the heaviest demand occurs on a transportation facility or corridor. Provincial Growth Fund A fund established by the Government aimed at lifting productivity in the provinces. Public transport Passenger transportation services available to the public on a regular basis using vehicles, including buses, trains, trams, ferries and taxis, that transport people for payment of a fare, usually but not exclusively over a set route or routes from one fixed point to another. Regional GDP Annual estimates of regional Gross Domestic Product for the Canterbury region. These estimates are provided by Infometrics. RMA Resource Management Act 1991

DRAFT Environment Canterbury Regional Land Transport Plan 2021–31 Glossary

Rideshare The act of co-ordinating the sharing of rides with other people in a private motor vehicle, sometimes referred to as carpooling. RLTP Regional Land Transport Plan Regional Transport A committee of Environment Canterbury required by the Land Transport Committee Management Act 2003. The Committee is responsible for the preparation and approval of this Plan. Road Controlling City councils, district councils and Waka Kotahi. Authority (RCA) Road to Zero A strategy to reduce the road toll to zero. RPS Regional Policy Statement issued under the RMA. Rural area For the purposes of this plan, the definition used by Statistics New Zealand is applied: “The rural areas of New Zealand are those which are not specifically designated as ‘urban’. They include rural centres and district territories where these are not included in main, secondary or minor urban areas”. (Refer to definitions in this glossary of rural centres, main, secondary and minor urban areas.) Single occupancy vehicle A vehicle carrying a driver with no passengers. A State Highway A road managed by NZTA and gazetted as state highway. Sustainability In the transport sector, this is taken to mean finding ways to move people and goods in ways that reduce the impact upon the environment, economy and society. Territorial local City councils and district councils. authorities Transport Officer Group An informal group of transport staff from the regional council, district councils and Waka Kotahi. Total Mobility A subsidised transport service to increase the mobility of people with serious mobility constraints. Volume The number of vehicles or people on a motorway, roadway or any other transportation facility. Waka Kotahi A Government transport agency created under section 93 of the Land Transport Management Act 2003.

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Cover photo: State Highway 8