Agenda of Public Transport Committee - Thursday, 27 August 2020



Report To:	Public Transport Committee
Meeting Date:	27 August 2020
Report Authoriser:	Mat Taylor, General Manager, Corporate

Chairperson's Report

Executive Summary

This report highlights matters of interest that the Committee Chair considers to be relevant to the business of the Public Transport Committee.

The report includes updates on the national context including Waka Kotahi NZTA funding during COVID-19, Bay of Plenty Mode Shift Plan and Employment Relations Amendment Act compliance; and public transport including Regional Integrated Ticketing System, patronage overview and Western Bay of Plenty Public Transport Community Panel.

There is also a high level overview of the requirements for public transport during alert levels 2, 3 and 4.

Recommendations

That the Public Transport Committee:

1 Receives the report, Chairperson's Report.

1. Information

1.1 National Context

1.1.1 Waka Kotahi NZTA Funding

The Waka Kotahi Board approved additional funding from the National Land Transport Fund (NLTF) to cover the fare revenue shortfall and direct operating cost increases for public transport services as a result of COVID- 19, until 31 December 2020 at 100% financial assistance rate (FAR). This includes the fare revenue foregone where councils have temporarily suspended or reduced fare levels to accelerate implementation of the new regional integrated ticketing system (RITS) to mitigate COVID-19 impacts.

On 2 August 2020, we received confirmation that for Bay of Plenty Regional Council, this includes funding at 100% FAR the fare revenue foregone from:

1. the fare-free period from 1 July 2020 until RITS was implemented in Rotorua on 20 July 2020; and

2. the fare-free period from 1 July 2020 until RITS was implemented in Tauranga on 27 July 2020.

However, the funding to 31 December 2020 was conditional on the country remaining at alert level 1 throughout that period. With the announcement that parts of New Zealand will be moving into alert levels 2 and 3, Waka Kotahi NZTA has advised that the funding policy is under review and may change.

We are currently waiting for the outcome of this review and if possible a verbal update will be provided at the committee meeting.

1.1.2 Bay of Plenty Mode Shift Plan

Waka Kotahi NZTA and Council have worked collaboratively, with their regional partners, on the development of the Bay of Plenty Mode Shift Plan.

The Mode Shift Plan outlines key opportunities and collective actions to support an increase in the share of travel via public transport, walking and cycling (mode shift) across the region. This builds off the substantial transport planning and investment that is underway or occurred.

The Plan has focused in the first instance on a Bay of Plenty regional framework and Western Bay of Plenty sub regional section. This will be followed by the Rotorua Lakes and Eastern Bay of Plenty sub regional sections by December 2020 and early 2021, respectively. The Bay of Plenty Mode Shift Plan was presented to the Regional Transport Committee on 7 August in partnership with Waka Kotahi NZTA.

To align with the Waka Kotahi NZTA Keeping Cities Moving plan, local authorities in the region are considering ways to include mode shift to active travel and public transport in their programmes. The Regional Mode Shift Plan will be an important mechanism to achieve this.

Mode shift initiatives are eligible for funding from the Innovating Streets for People fund set up as part of the COVID-19 economic response by Central Government. In Tauranga the Mount Maunganui Cycleway and one-way system has received funding for 90% of the project cost. This project will impact urban services within Mount Maunganui and enable multi-modal journeys utilising existing bike racks on the buses. In Whakatāne funding has been confirmed to co-design and activate street space in the central business district reflective of the safe-streets experience of COVID-19 lockdown. Rotorua Lakes Council have applied for funding in Round Two and are waiting on the outcome.

This will be further discussed at the public transport workshop following the committee meeting.

1.1.3 Employment Relations Amendment Act 2018 – Rest And Meal Breaks

All of the Bay of Plenty is now compliant with the Employment Relations Amendment Act 2018 as the final rest and meal breaks changes were implemented from 14 June 2020.

1.2 Public Transport

1.2.1 Regional Integrated Ticketing System

The Regional Integrated Ticketing System (RITS) was implemented in Rotorua/Eastern/Western bus networks on 20 July 2020 and in Tauranga on 27 July 2020. With the largest bus fleet amongst the RITS consortium members this required significant effort from staff to fast track implementation.

To date, there were over 21,000 Bee Cards registered. Under the old ticketing system, there were only 12,000 cards used over a 3 month period. This would suggest that the new ticketing system is an attractive feature to those using or considering using the buses.

The on bus cash top of cards has reduced from 90% (SmartRide and CityRide cards), to less than 50% in the first week of full operation across the Bay of Plenty. For context, approximately $45,000 cash was not needed to be presented on bus i.e. customers either topped up their Bee Cards on line or at customer service centres.

1.2.2 Patronage Overview

The COVID-19 pandemic and associated lockdown measures have had a significant impact on public transport use across New Zealand.

Regional bus patronage from 1 July 2019 to 31 March 2020 was 2.0 million, an 8.2% increase on the same period the previous year which was also an increase on the year prior to that. In February 2020 alone, the Tauranga urban service saw an almost 40% increase in patronage when compared to the previous two years. In addition, the fare-free trial for Tauranga school bus services was launched in February 2020 and has proved very popular, resulting in strong growth in student patronage of over 75% when compared to the same period in the previous year.

However, due to the implications of COVID-19, regional bus patronage for the 12 months ended 30 June 2020 saw a decrease of 8.9% when compared to the same period last year. Patronage for the April to June 2020 period was down 58% on the previous year, evidencing the significant impact COVID-19 had on the public transport network.

Under Alert Level 1 our region has seen customers return to public transport in greater numbers than many other regions across New Zealand. More information is provided later n the agenda report on the performance of the network.

School bus services

At the beginning of term 3, all remaining school services were returned to NZ Bus from other operators following removal of the services back in 2019. All services are now being successfully operated by NZ Bus in the Western Bay of Plenty.

Patronage for the school service was 61,330 in February and 52,260 in March. In April when children of people employed in essential service roles were the only children attending school and bus services were in place on a request basis, there was 72 boardings counted. May saw an increase to 27,030 even though there were strict guidelines around social distancing and capacity per bus was limited.

Despite the implications of COVID-19, June saw a promising bounce back to pre COVID-19 numbers with 60,280 school students using the school bus service. This is an increase of 30% from last year’s June patronage figures.

1.2.3 Western Bay of Plenty Public Transport Community Panel

At an earlier committee meeting this year, it was resolved to establish the Western Bay of Plenty Public Transport Community Panel to provide a diversity of views to the Public Transport Committee so that these can be used to inform decision-making process alongside technical advice from staff.

Due to Covid-19 implications, the implementation of RITS and resourcing difficulties, forming the Western Bay of Plenty Public Transport Community Panel has been delayed. Depending on lockdown levels over the next few months, staff plan for the Group to be formed prior to the next Public Transport Committee meeting.

1.3 COVID-19 Response

At the time of writing, Auckland had moved into alert level 3 and the rest of the country had moved into alert level 2. Given the rapidly changing circumstances, we will provide any relevant updates at the committee meeting,

The primary difference in COVID-19 response from a public transport perspective is that now masks are encouraged to be worn on public transport at alert level 2 and recommended to be worn at alert level 3.

The implementation of RITS has allowed Council to use the Bee Cards as a contact tracing tool.

1.3.1 Alert Level 2

When on-board buses the overarching principle set by Waka Kotahi NZTA is for passengers to follow signage about where they can sit, and to avoid sitting next to someone they don’t know. In order to support this, we will work with our operators to:

· implement seating plans that promote physical distancing;

· restrict passenger numbers on board, including preventing any standing passengers;

· use signage and other collateral to encourage passengers where to sit; and

· review and adjust service timetables to respond to periods of high passenger demand.

It is acceptable for people who know each other to sit immediately alongside one another. There will be no clear and consistent way for a driver to confirm whether people know each other on board and there is no expectation for drivers to police this. The approach set by Waka Kotahi NZTA therefore, relies on the travelling public in complying with physical distancing messages.

We are also restricted with the number of students that can be carried on school services under alert level 2. There are three scenarios across our bus network as follows:

· Buses that only do school trips and no urban trips have no restrictions and can carry their normal seated and standing loads (applies to 36 school buses).

· Buses that do school trips and urban trips combined and can return to the depot for additional cleaning during the day are able to carry a full seated load but no standing passengers (applies to 15 school buses).

· Buses that do school trips and urban trips combined but cannot return to the depot for additional cleaning during the day are restricted to 20 passengers per trip (applies to 8 school buses). We are exploring options for additional cleaning measures or additional buses on these routes.

1.3.2 Alert Level 3 and 4

If the Bay of Plenty moves to alert levels 3 and 4, capacity will significantly decrease to around 10% capacity again due to physical distancing requirements.

Council will put in place the following range of measures:

· Cease operating school and tertiary services;

· Run a weekend timetable in the Western Bay of Plenty, including the Te Puke service;

· Ran a Sunday timetable in Rotorua;

· Cease operating Whakatāne services and continued to operate the normal timetable for the Whakatāne-Ōhope service;

· Decrease or cancel inter-regional services.

We will consider further reducing some services due to decreased demand for services and/or driver safety.

Previously under alert level 3, some school services were resumed on an as required basis, and which school buses operated was dependent on registrations received from parents and schools. This allowed Council to manage loadings while we were only able to have a maximum capacity of 8 students per bus and also provided a contact tracing tool.

The situation will be monitored on an on-going basis, and responded to as we move through the current wave of community transmission in New Zealand.



Report To:	Public Transport Committee
Meeting Date:	27 August 2020
Report Writer:	Bron Healey, Principal Advisor, Regional Development
Report Authoriser:	Namouta Poutasi, General Manager, Strategy & Science
Purpose:	To introduce the development of an aligned regional public transport strategic framework and its application to sub-regional public transport activity planning

Public Transport Strategic Framework and Activity Planning

Executive Summary

The current and future planning and delivery of public transport in the Bay of Plenty region has a central role in a number of initiatives that are currently underway or have been recently completed at both a regional and sub-regional level.

This complex operating environment has driven the need to articulate an integrated approach to public transport planning that draws the different policy threads together in a co-ordinated fashion, highlighting the interrelationships between them through a ‘public transport lens’, and understanding the role public transport can play in their successful delivery.

The Public Transport Strategic Framework (the Framework) introduced in this report is intended to be a starting point for this integrated approach. It is very much a ‘live document’ that will continue develop and evolve, not least because many of the initiatives it draws on and reflects are themselves under development.

The proposed structure for the Framework includes a high level regional component, with three more context specific sub-regional components which will draw on more detailed network planning initiatives in each of the three sub-regions. The first iteration of the Framework (Regional and initial Western Bay of Plenty analysis) is appended to the report.

Proposed next steps are to continue working with partner agencies within established processes, including the RLTP and TSP, to further develop and refine the Framework and associated activity plans to support Long Term Plan discussions and decisions on future public transport investment.

Recommendations

That the Public Transport Committee:

1 Receives the report, Public Transport Strategic Framework and Activity Planning.

2 Endorses the Public Transport Strategic Framework and Activity Plan approach as an evolving response to a complex operating environment.

3 Notes that the Public Transport Strategic Framework is designed to reflect and align with the draft Regional Land Transport Plan 2021, Regional Public Transport Plan 2019, Urban Form and Transport Initiative, and the developing Western Bay of Plenty Transport System Plan.

4 Notes that any proposed updates or amendments to regional public transport policy will need to be included in the next review of the Regional Public Transport Plan.

5 Endorses in principle the Western Bay of Plenty Transport System Plan public transport related investment objectives and key performance indicators, noting that the metrics are subject to further testing and confirmation through modelling.

6 Notes that Rotorua and Eastern Bay of Plenty activity planning will be progressed through programmed network reviews.

1. Introduction

The current and future planning and delivery of public transport in the Bay of Plenty region has a central role in a number of initiatives that are currently underway or have recently been completed at both a regional and sub-regional level (Figure 1).

In several cases, the scope of these initiatives is much wider than public transport itself, encompassing comprehensive land use and transport strategies (Urban Form and Transport Initiative - UFTI), multi-modal strategy and investment plans (Bay of Plenty Regional Land Transport Plan 2021 - RLTP), Bay of Plenty Mode Shift Plan), multi-modal network planning and investment processes (Western Bay of Plenty Transport System Plan - TSP), as well as public transport specific planning and investment exercises (Bay of Plenty Regional Council (BOPRC) Long Term Plan (LTP) public transport activity; Rotorua Public Transport Network Review; Eastern Bay of Plenty Public Transport Network Review). These initiatives also operate at different spatial scales, but broadly speaking can be categorised as either regional or sub-regional initiatives.

Figure 1 Public transport related regional and sub-regional initiatives

This complex operating environment has driven the need to articulate an integrated approach to public transport planning that draws the different policy threads together in a co-ordinated fashion, highlighting the interrelationships through a ‘public transport lens’, and understanding the role public transport can play in their successful delivery.

1.1 Legislative Framework

The proposed Framework sits within a legislative framework for transport planning and investment governed by the following legislation:

· Land Transport Management Act (LTMA)

· Local Government Act (LGA)

More detail on the legislative framework is included in Appendix 2.

1.2 Alignment with Strategic Framework

A Vibrant Region

We lead regional transport strategy and system planning, working with others to deliver a safe and reliable public transport system.

1.2.1 Community Well-beings Assessment

Dominant Well-Beings Affected

þ Environmental

Low - Positive

þ Cultural

Low - Positive

þ Social

Medium - Positive

þ Economic

Medium - Positive

Public transport planning and delivery has positive social and economic outcomes for our communities. Public transport also contributes to positive environmental outcomes through reduced transport emissions when people choose to take public transport instead of private vehicle trips. These environmental outcomes are further enhanced when the public transport trip is in a zero emission vehicle. Public transport also contributes to positive cultural outcomes. Refer to the Implications for Māori section of this report for an overview of cultural benefits.

2. Public Transport Strategic Framework

A first iteration of the developing Framework is included in Appendix 1. The Framework is being developed with an over-arching regional component that is intended to be place-neutral - covering principles, objectives, key performance indicators (KPIs) and service classifications that can be applied throughout the region.

The Framework will then include three sub-regional components with additional, more context specific objectives, KPIs and public transport activities that align with and reflect both the regional framework and sub-regional public transport related initiatives. This proposed structure is depicted in Figure 2.

Figure 2 Public transport strategic framework structure

2.1 Regional Framework

The regional component of the Framework includes the following elements:

· high level regional outcome statements (draft RLTP 2021 vision; BOPRC LTP 2021-31 strategic framework – public transport community outcome);

· regional public transport objectives (draft RLTP 2021 public transport related objectives; RPTP 2019 objectives);

· draft public transport network principles (derived from RPTP 2019, PT Blueprint and best practice in literature);

· regional public transport related KPIs (draft RLTP 2021); and

· draft regional public transport service classifications and target levels of service (simplification of RPTP 2019 definitions; updated to support implementation of recent initiatives e.g. UFTI).

2.2 Western Bay of Plenty sub-region

2.2.1 Context

Several recent initiatives have significant implications for the future planning and delivery of public transport in the western Bay of Plenty sub-region:

· UFTI – a long term integrated land use and transport plan (70+ years); the UFTI Connected Centres programme is built around high frequency and dedicated public transport corridors linking centres for work, learning and play;

· TSP – a multi-modal network plan to implement the transport components of UFTI over 0-3, 3-10 and 10-30 year timeframes;

· Western Bay of Plenty Public Transport Blueprint and Implementation Plan - developed to deliver network changes and increased levels of service introduced in 2018; key outstanding actions e.g. infrastructure delivery are being considered in the TSP process and will be included in integrated delivery plans.

· RPTP – sets out the public transport services that are integral to the network and the policies and procedures that support those services; the RPTP was last updated in 2019 to reflect the outcomes of the Western Bay of Plenty Public Transport Blueprint.

2.2.2 TSP investment objectives and KPIs (public transport related)

In addition to the regional framework, the developing activity plan for the western Bay of Plenty sub-region includes context specific public transport related investment objectives and KPIs developed by partner agencies through the TSP process (see Western Bay of Plenty Activity in Appendix 1). These have been developed in alignment with UFTI and will provide key metrics for measuring the successful future delivery of public transport (services and infrastructure) in the sub-region.

The TSP is still under development at the time of writing. However, staff support the direction outlined in the proposed public transport related investment objectives and KPIs, while noting that the metrics in particular are likely to be subject to further refinement once modelling results are known. Consequently, this report recommends that the Committee endorses the investment objectives and KPIs in principle.

2.2.3 Service classifications and target levels of service

The regional service classifications and target levels of service have been applied to the current services in the western Bay of Plenty network (see Western Bay of Plenty Activity in Appendix 1). In essence, this is a gap analysis to better understand the levels of service the network is currently delivering and identify areas where future changes in public transport levels of service and supporting infrastructure may be required to deliver on UFTI and the proposed TSP objectives and KPIs.

It should be noted that the regional service classifications align with the public transport network classifications in the TSP as shown in the following table. In terms of public transport service planning, the broader TSP categories require additional definition to better express their role in the network hierarchy and consequential level of service expectations.

Transport System Plan (Public Transport)	Draft Regional Network Classifications
Primary	Express
Primary	Primary
Secondary	Connector
Secondary	Local/Regional

2.2.4 Near term opportunity

On the 7 August, the Government announced a $45 million funding commitment ‘towards the first stage of redeveloping Cameron Road into an urban corridor and the creation of a public transport link between Tauriko West and the Tauranga CBD”.

The proposed investment and subsequent benefits are fully supported within UFTI and the TSP, as well as the Te Papa Spatial Plan with Tauranga City Council. This represents a great opportunity to align planning and investment and deliver multiple government and community outcomes in the short-term (2021-24).

From a public transport service delivery perspective, these outcomes can be supported by early investment in two core public transport routes:

· Tauriko (The Crossing) – CBD – Mount

· Hospital – CBD – Papamoa East

Implementation is likely to require some route and service adjustments to the current network to align and realise benefits, improve levels of service and support patronage increases.

2.3 Rotorua and the Eastern Bay of Plenty

The strategic frameworks for the Rotorua and Eastern Bay of Plenty sub-regions will be informed by public transport network reviews for Rotorua (recently commenced) and the Eastern Bay of Plenty (commencing shortly), and wider spatial planning and sub-regional strategy.

There is also an opportunity to work with partner agencies on joined up Rotorua and Eastern Bay of Plenty sections of the Regional Mode Shift Plan to support mutual objectives.

3. Considerations

3.1 Risks and Mitigations

The following table identifies potential risks and mitigations that staff are considering and managing.

*Risk*	*Mitigations*
The proposed Framework draws on and reflect a number of initiatives that are currently under development e.g. draft RLTP, TSP. These initiatives themselves are subject other processes and potential delays e.g. timing of Government policy and Waka Kotahi investment processes.	The Framework is being developed as a ‘live document’ which will continue to develop and evolve in response to changes in the operating environment.
Unable to achieve support from partner agencies.	Provide an opportunity for early input and feedback from partner agencies via the Public Transport Committee and meetings with staff. Clearly note that it is intended to support and add value to existing processes by providing clarity on the framework for Regional Council public transport service planning.
Perception that Framework is being developed without community engagement.	The Framework is designed to provide an integrated approach to assist Council decision-making on the draft Long Term Plan 2021-31, which will go through a full public consultation process. The initiatives that it draws on have themselves been subject to community engagement processes (UFTI), or will be (e.g. RLTP, TSP). This provides an opportunity for community input into their development. Any proposed changes or updates to regional public transport policy will be included within the scope of the next RPTP review, which will include engagement and consultation processes.

3.2 Climate Change

Mitigation			Adaptation
Reduce GHG emissions	Produce GHG emissions	Sequester carbon	Anticipate climate change impacts	Respond to climate change impacts
☒	☐	☐	☐	☐

Public transport contributes to positive environmental outcomes through reduced transport emissions when people choose to take public transport instead of private vehicle trips. These environmental outcomes are further enhanced when the public transport trip is in a zero emission vehicle.

The proposed Framework includes provisions in draft RLTP 2021 and the TSP which are proposing to set emissions reduction targets for transport in the region and sub-region respectively. Increasing the mode share of public transport (along with active modes) will play a key role achieving these targets.

3.3 Implications for Māori

Taking an integrated approach to public transport planning and delivery throughout the region will have positive effects for Māori through improved accessibility and choice of transport options. This will enable Maori to have better access to essential services and opportunities, including employment, education and health care both within major urban centres and between smaller settlements and larger centres.

3.4 Community Engagement

Engagement with the community is not required as the recommended proposal relates to internal Council matters only.

The Framework is being developed as an integrated approach to assist Council input into processes that will themselves be subject to community engagement and consultation processes e.g. RLTP, TSP, BOPRC LTP 2021-31.

As noted in the report, any proposed updates or amendments to regional public transport policy will need to be included in the next review of the Regional Public Transport Plan, which will also undergo public consultation.

3.5 Financial Implications

The recommendations in this current report will result in no unbudgeted financial implications for Council under the current Long Term Plan.

The report includes a recommendation to endorse in principle the TSP public transport related investment objectives and KPIs, noting that the metrics are subject to further testing and confirmation through modelling. Decisions about future levels of investment in public transport services to support the achievement of the final TSP KPIs will be made by Council in the development of the Long Term Plan 2021-31.

4. Next Steps

As noted earlier in the report, the Public Transport Strategic Framework has been presented as a starting point to support an integrated approach to public transport planning and delivery. It is intended to be a ‘live document’ which will continue to develop and evolve as the initiatives it draws on and reflects continue to develop.

Proposed next steps include:

· Continue to work with partner agencies in the western Bay of Plenty sub-region on an integrated approach to plan, design, fund and deliver public transport;

· Through the TSP, continue to develop and test level of service scenarios for the western Bay of Plenty to support Long Term Plan discussions and decisions on future public transport investment;

· Through the TSP, support the development of an indicative transport investment programme as an input into the draft RLTP;

· Continue developing an integrated Public Transport Activity Plan that includes all relevant information to support future decision making (this includes the option of developing a single Activity Plan with our partners);

· Commence work on consistent route naming and branding system to support the principles of the network being simple and legible to our customers; and

· Continue work on the Rotorua Public Transport Network Review and commence the Eastern Bay of Plenty Public Transport Network Review.

Attachments

Attachment 1 - Bay of Plenty Public Transport Strategic Framework and Activity Plans ⇩

Attachment 2 - Legislative Framework for the Public Transport Strategic Framework and Activity Plans ⇩



Report To:	Public Transport Committee
Meeting Date:	27 August 2020
Report Writer:	Ruth Feist, Team Leader Urban
Report Authoriser:	Namouta Poutasi, General Manager, Strategy & Science
Purpose:	To provide an update on measures to improve the public transport network across the region (including extension of trials) and seek approval for the extension of some services.

Improving our Network

Executive Summary

A decision is required on whether to extend the Tauranga school fare free trial and regional tertiary fare free trial over the 2021 school year. Funding has already been secured to the end of the school year (to end of December 2020) through Bay of Plenty Regional Council’s Annual Plan 2020/21. It is recommended that the trial is extended to align with the Long Term Plan 2021-2031, and funded through public transport targeted rates reserves.

The report also provides updates on:

· Mamaku village connector trial.

· Super Gold services.

· New routes 51 and 57 in Tauranga.

· Kāingaroa Village ‘on demand’ bus stop.

· Re-timetabling of bus services.

Recommendations

That the Public Transport Committee:

1 Receives the report, Improving our Network .

2 Recommends to the Regional Council that the Tauranga school fare free trial and the regional tertiary fare free trial are extended to include the 2021 school year, and the extension is funded from public transport targeted rates reserves for 2020/21 and the Long Term Plan for 2021-2031 onwards.

1. Introduction

This report provides an update on:

· Public transport trials,

· New services that have previously been approved by the Committee, and

· New operational improvements.

A decision is required on whether to extend the Tauranga school fare free trial and regional tertiary trial for the 2021 school year.

1.1 Alignment with Strategic Framework

A Vibrant Region

We lead regional transport strategy and system planning, working with others to deliver a safe and reliable public transport system.

1.1.1 Community Well-beings Assessment

Dominant Well-Beings Affected

¨ Environmental

Low - Positive

¨ Cultural

Low - Positive

þ Social

Medium - Positive

þ Economic

Medium - Positive

Improving the public transport network predominately has social and economic benefits for our communities. There are also positive benefits to the environment (i.e. reducing transport emissions) where people choose to use public transport over single occupancy vehicles. Refer to the Implications for Māori section of this report for an overview of cultural benefits.

2. Decision required - Tauranga schools fare free and regional tertiary fare free trials

The Tauranga schools fare free trial commenced on 27 January 2020, and was intended to end 18 December 2020. At its 12 December 2019 meeting, Bay of Plenty Regional Council agreed to include the cost of continuing the trial to the end of the 2020 school year (to December 2020) in the Annual Plan 2020/21. The cost is included in the Tauranga public transport targeted rate.

The regional tertiary fare free trial was launched at the beginning of 2020. The service enables students from Katikati, Rotorua and Whakatāne to travel into Tauranga and back every weekday. It was intended to run from 1 February 2020 to 20 December 2020. The service is a joint venture between the University of Waikato, Toi Ohomai Institute of Technology and Bay of Plenty Regional Council, with each organisation contributing funds to make the service available, along with a grant from Waka Kotahi NZTA. The Annual Plan 2020/21 includes costs of the trial for a full financial year.

It is not recommended that the trials cease in December 2020 for the following reasons:

· Due to the effects of the Covid-19 lockdown on bus patronage there is a lack of good data for a full year trial. The data from 25 March (the start of Level 4 lockdown) to 27 July (the start of RITS/Bee Card) is insufficient for good decision-making. More reliable patronage data for uptake of the services is necessary for better assessment of the trials.

· Decisions on regional fares as part of the Long Term Plan 2021-2031 will not be enacted until 1 July 2021. Depending on those decisions there may be situation where the free fares are not applied during January – June 2021, but be reapplied after 1 July 2021. This may create confusion for customers and practical difficulties for our operators.

To help resolve these issues, staff recommend that the Tauranga school fare free trial and the regional tertiary fare free trial are extended to include the 2021 school year, and the extension is funded from public transport targeted rates reserves for 2020/21 and the Long Term Plan for 2021-2031 onwards.

3. Update - extensions to existing trials and services

3.1 Mamaku Village Connector Trial

The Mamaku Village Connector Trial was previously reported to the Committee at the May 2020 meeting.

The Mamaku Village Connector trial started in October 2019 and was originally planned to finish in June 2020. Due to Covid-19 disruptions, the route was unable to run for several weeks. The trial has now been extended until December 2020 to allow more time for the community to make use of the service.

Following consultation with the Mamaku Residents Association the route has been altered from the original configuration. It now runs around more of Mamaku Village to make use of local bus shelters, and the day of operation has changed from Tuesday to Saturday. This has not however resulted in any passengers using the service at this stage. Further consultation is planned to identify if any additional tweaks to the route design and/or timetable would result in better uptake of the service.

3.2 Super Gold Service

Bay of Plenty Regional Council reviewed the SuperGold Card free travel trial period. As a result of this review the trial has now been extended until 30 June 2021 on all Bayhopper and Cityride services. During the trial period eligible card holders (aged 65 and over) will have free bus travel on the regional network from:

· 9:00 am on weekdays; and

· All day on weekends and public holidays.

4. Update - new services

4.1 Pyes Pā Routes 51 and 57 – Tauranga Update

At the February 2020 meeting of the Public Transport Committee, it was noted that funding for a new Pyes Pā service would be included in the Annual Plan 2020/21. That service (Route 51) has now been operationalised, along with new route 57 in response to community requests.

New routes 51 and 57 started operating on 14 June 2020. Route 51 operates seven days a week between Pyes Pā and Tauranga Crossing and has carried over 828 passengers (between 14 June and 9 August). Route 57 is a weekend service that operates between Greerton and Pyes Pā Memorial Gardens and has carried 26 passengers (between 14 June and 9 August).

4.2 Kāingaroa Village ‘on demand’ bus stop – Murupara to Rotorua

The service started 3 February 2020 and will run until 20 December 2020. Extension of the service beyond this period is subject to review of the trial. The on demand service requires passengers to contact the service provider prior to 5pm the day before the intended journey (contact details on the Baybus website). If the on demand service is used the arrival time for subsequent stops will be increased by 10 minutes for both the ingoing and outgoing services.

As at the time of writing this report, no passengers have requested this service from/to Kāingaroa Village but this is likely due to the impacts of COVID-19.

5. Update - re-timetabling of bus services

A number of route and timetable changes and improvements were implemented on 14 June 2020. These included meal and rest break changes as required by the Employment Relations Amendment Act to ensure services are fully compliant with the Employment Relations Act.

Other improvements to the network included:

· Extending the Goldline route to Te Puke to provide seven return trips per day, seven days a week.

· Many other routes now travel into Tauranga CBD via Durham Street to access a bus stop at the new University of Waikato building, providing better access for students.

· A number of trips were added to other routes across Tauranga to improve hours of operation and provide additional capacity at peak times.

· Route 221 was altered to travel via Tara Road on selected trips to provide a transport option for Te Puke school students living in Pāpāmoa.

· Route 72 was split into 72a (mornings) and 72b (afternoons) to improve timetable readability.

There were some issues caused by changes to the timetable for route 52x, however, these were resolved quickly following customer feedback.

6. Considerations

6.1 Risks and Mitigations

The risks associated with the matters in this report have been addressed as follows.

Financial risk for extension of Tauranga school fare free and regional tertiary trial has been mitigated as staff have identified funding from reserves to cover the additional costs. However, if the decision is not to extend these trials, then there is a risk that there will be a six month period (January to end of June 2020) where fares are changed twice. The first to end the trial, and the second to enact changes resulting from the regional fare review in the Long Term Plan 2021-2031. This may cause confusion for customers and there will be significant practical difficulties for operators as they will likely be required to down scale and then upscale services in a short space of time.

There are no identified risks from the other matters in this report.

6.2 Climate Change

Improvements to our public transport network has the potential to reduce transport emissions where people choose to use public transport over single occupancy vehicles. However, the potential has not been quantified in relation to the matters covered in this report.

Mitigation			Adaptation
Reduce GHG emissions	Produce GHG emissions	Sequester carbon	Anticipate climate change impacts	Respond to climate change impacts
☒	☐	☐	☐	☐

The matters in this report related to Focus Area 3 (the services we provide as a Regional Council) in the Bay of Plenty Regional Council 2019/20 Climate Change Action Plan and Goal 10 - reduce greenhouse gas emissions in the region.

6.3 Implications for Māori

Improvements to our public transport network via the mechanisms covered in this report have the potential to have positive effects for Māori around accessibility and provision of transport options. This is particularly in locations where there are higher proportions of Māori in the local population:

· Kaingaroa Village ‘on demand’ bus stop, and

· Mamaku Village connector trial.

These services would provide Māori better access to essential services within the region, including to larger urban areas with employment and education opportunities, and health care services.

6.4 Community Engagement

INFORM

Whakamōhio

To provide affected communities with balanced and objective information to assist them in understanding the problems, alternatives and/or solutions.

This report is largely information only on matters to improve the public transport network. The results of the decision around the extension of the Tauranga school fare free trial and regional tertiary trial would be provided to the community rather than for consultation.

6.5 Financial Implications

If the recommendation, relating to the continuation of the Tauranga fare free school trial is adopted by Council, it will result in an unbudgeted cost of up to $600,000 in 20/21 - for the extension to the end of the financial year. Any net costs, above that budgeted for will be applied to the targeted rates reserve at the end of 20/21.

7. Next Steps

The next steps are:

· Continue to operate the new services (routes 51 and 57 in Tauranga, and the Kāingaroa Village ‘on-demand’ bus service).

· Monitor the Mamaku village connector trial to December 2020 and report back to the committee in late 2020 on results of the trial.

· Monitor the Super Gold services and report back to the committee in the first half of 2021 on results of the trial.

· Implement the decision on the Tauranga school fare free and regional tertiary free fare trails for the January to June 2021 period and review regional fares as part of the Long Term Plan 2021-2031.



Report To:	Public Transport Committee
Meeting Date:	27 August 2020
Report Writer:	Jessica Easton, Legal and Commercial Manager
Report Authoriser:	Mat Taylor, General Manager, Corporate
Purpose:	To provide an overview of performance monitoring for Public Transport in the Bay of Plenty.

Public Transport Arotake Tuatoru - Performance Monitoring Report July 2019 to June 2020.

Executive Summary

This report provides an overview of the Bay of Plenty Regional Council’s performance monitoring for Public Transport as set out in the Bay of Plenty Public Transport Plan for the 2019/20 financial year.

Attached as Appendix 1 to this report, is our monitoring report Public Transport Arotake Tuatoru 2019/20 July 2019 to June 2020. Public Transport Arotake brings together information across the Public Transport programme of work and includes the following sections:

· Highlights - includes high level highlights over the reporting period along with financial and non-financial performance information.

· Public Transport Updates – including updates on bus services, and an overview of patronage, reliability, customer experience, and community engagement.

· An overview of infrastructure projects and information technology that support public transport services; as well as a progress snapshot of the Western Bay of Plenty Public Transport Implementation Plan.

· Total Mobility, as well as Education and Road Safety updates – providing an overview of targeted education and road safety interventions to encourage passenger uptake.

· Financial – more detailed financial information for key areas within the Transportation Groups of Activities budget.

Recommendations

That the Public Transport Committee:

1 Receives the report, Public Transport Arotake Tuatoru - Performance Monitoring Report July 2019 to June 2020.

1. Introduction

1.1 Alignment with Strategic Framework

A Vibrant Region

We lead regional transport strategy and system planning, working with others to deliver a safe and reliable public transport system.

1.1.1 Community Well-beings Assessment

Dominant Well-Beings Affected

¨ Environmental

Low - Positive

¨ Cultural

Low - Positive

¨ Social

Medium - Positive

¨ Economic

Medium - Positive

2. Public Transport Arotake Tuatoru

2.1 Patronage Update

COVID-19 has had a significant impact on Public Transport services over the April to June period. A reduced level of bus services with restrictive social distancing requirements operated throughout Level 2, 3 and 4 and patronage was severely curtailed as a result. However, services largely returned to normal on 8 June and patronage has recovered since that time.

Regional bus patronage was 2,375,740 for the 12 months ended 30 June 2020, an 8.9% decrease on the same period last year, driven by the impact of COVID-19. Regional patronage for the last quarter is recorded as down by 58% in comparison to the same quarter last year.

2019/20 patronage in Tauranga was down just 5.9%, despite a 56.5% decrease in patronage for the April to June period showing that patronage was tracking strongly prior to the impacts of COVID-19. In February 2020, the Tauranga urban service saw an almost 40% increase in patronage when compared to the previous two years.

Prior to the impacts of COVID-19, total regional patronage was tracking closer to 15/16 and 16/17 patronage levels:

School services continue to receive significant support in Tauranga since the implementation of the fare-free trial with numbers recovering to pre-COVID levels quickly. There has been strong growth in student patronage of over 175% compared to last year.

Bike racks on Tauranga buses are also seeing a significant increase in usage since the start of the financial year. Bike rack usage shows multi-modal travel, combining cycling with Public Transport. Use of these bike racks has increased by over 60% since the same time last year and supports patronage growth.

2.2 Budget Update

Operating expenditure was $1.619 million less than budget due to a combination of savings and additional costs across the programme. Additional costs of equipment hire due to the RITS delay is offset with underspends in non-passenger transport contract costs, consultancy fees, and lower depreciation charges.

Capital expenditure was $1.078 million less than budget largely due to the RITS ticketing system capital costs being carried forward into 2020/21.

2.3 Fare Revenue Update

COVID-19 is contributing to a reduction in revenue due to reduced patronage and the respective fees and charges, contributing to revenue forgone of over $1.5m. An additional subsidy had earlier been approved by Waka Kotahi NZTA which has largely offset revenue forgone. On 2 August 2020, we received confirmation that for Bay of Plenty Regional Council, this includes funding at 100% financial assistance rate (FAR) the fare revenue foregone from:

1. the fare-free period from 1 July 2020 until RITS was implemented in Rotorua on 20 July 2020; and

2. the fare-free period from 1 July 2020 until RITS was implemented in Tauranga on 27 July 2020.

As noted in the Chairperson’s Report, the Waka Kotahi Board also approved additional funding from the National Land Transport Fund (NLTF) to cover the fare revenue shortfall and direct operating cost increases for public transport services as a result of COVID-19, until 31 December 2020 at 100% FAR.

However, the funding to 31 December 2020 was conditional on the country remaining at alert level 1 throughout that period. With parts of New Zealand moving into alert levels 2 and 3, Waka Kotahi NZTA has advised that the funding policy is under review and may change.

3. Considerations

3.2 Climate Change

Mitigation			Adaptation
Reduce GHG emissions	Produce GHG emissions	Sequester carbon	Anticipate climate change impacts	Respond to climate change impacts
☒	☐	☐	☐	☐

3.3 Implications for Māori

There are no specific implications for Māori as a result of this report. Implications resulting from projects or items considered in this report will be addressed within those projects or processes.

3.4 Community Engagement

INFORM

Whakamōhio

To provide affected communities with balanced and objective information to assist them in understanding the problems, alternatives and/or solutions.

3.5 Financial Implications

There are no material unbudgeted financial implications and this fits within the allocated budget.

4. Next Steps

As this report is for information only, no further steps are required.

Attachments

Attachment 1 - Public Transport Arotake Tuatoru ⇩

Chairperson	Cr Andrew von Dadelszen
Deputy Chairperson	Cr Lyall Thurston
Members	Cr Norm Bruning Cr Jane Nees Cr Stacey Rose Cr Paula Thompson
External Members
Two Tauranga City Council representatives	Mayor Tenby Powell Cr Heidi Hughes Cr Larry Baldock (Alternate)
One representative each:
Rotorua Lakes Council	Mr Phill Thomass Cr Tania Tapsell (Alternate)
Western Bay of Plenty District Council	Mayor Garry Webber
Whakatāne District Council	Mayor Judy Turner Deputy Mayor Andrew Iles (Alternate)
All of whom are voting members.
One NZTA non-voting representative	Natalie van Rossen
Ex Officio	Chairman Doug Leeder
Quorum	Six members, consisting of more than half the number of voting members of which four must be BOPRC members.
Meeting frequency	Quarterly