Regional Transport Committee

Membership

Chairperson (BOPRC)	Cr Lyall Thurston
Deputy Chairperson (BOPRC)	Cr Jane Nees Cr Norm Bruning (Alternate)
Members
Kawerau District Council	Mayor Malcolm Campbell Deputy Mayor Faylene Tunui (Alternate)
Ōpōtiki District Council	Mayor Lyn Riesterer Cr David Moore (Alternate)
Rotorua Lakes Council	Mayor Steve Chadwick Deputy Mayor David Donaldson (Alternate)
Tauranga City Council	Mayor Tenby Powell Cr Larry Baldock (Alternate)
Western Bay of Plenty District Council	Mayor Garry Webber Deputy Mayor John Scrimgeour (Alternate)
Whakatāne District Council	Mayor Judy Turner Deputy Mayor Andrew Iles (Alternate)
External Members
New Zealand Transport Agency Alternate member to be nominated by NZTA appointed member	Steve Mutton – Director Regional Relationships
External Advisors
Environmental Sustainability Advisor	Glen Crowther
Freight Advisor	John Galbraith
Road Safety Advisor	Inspector Brent Crowe – Roading Police Manager
Port Advisor	Dan Kneebone – Property and Infrastructure Manager
Ex Officio	Chairman Doug Leeder
Quorum	Five members, consisting of more than half the number of members
Frequency	Quarterly

Purpose

Section 105(1) of the Land Transport Management Act 2003 requires every regional council to establish a Regional Transport Committee for its region.

Role

· Prepare a regional land transport plan, or any significant variation to the plan, for the approval of the Regional Council.

· Approve any non-significant variation to the regional land transport plan.

· Adopt a policy that determines significance in respect of:

§ variations made to regional land transport plans under section 18D of the Land Transport Management Act 2003; and

§ the activities that are included in the regional land transport plan under section 16 of the Land Transport Management Act 2003.

· Monitor implementation of the regional land transport plan.

· Make recommendations in support of land transport activities that are eligible for national funding and align with the regional land transport plan.

· Co-ordinate, integrate and adopt regional transport and land-use strategies and plans
e.g. sub-regional spatial plans.

· Provide advocacy on strategic regional and inter-regional transport matters to Central Government and other key stakeholders as appropriate.

· Provide the Regional Council with any advice and assistance the Regional Council may request in relation to its transport responsibilities.

· Approve submissions to Central Government, local authorities and other agencies on Regional Transport Committee matters.

· Monitor and provide advocacy on regional road safety matters.

Committee Procedures

· Membership consists of two representatives of the Bay of Plenty Regional Council, the Mayor of each territorial authority in the region and a representative of the New Zealand Transport Agency.

· In the case of an equality of votes, the chair, or any other person presiding the meeting does not have a casting vote (and therefore the act or question is defeated and the status quo is preserved).

· The Regional Transport Committee may appoint external advisors to assist it in the exercise of its specific responsibilities and delegated authority. For the purposes of clarity, external advisors may be given full speaking rights at the discretion of the committee, but are not entitled to vote on committee matters.

· Under the Local Government Act 2002, the Regional Transport Committee is not defined as a joint committee however, the provisions of the Local Government Act 2002 and the Local Government Official Information and Meetings Act 1987 concerning the meetings of committees of regional councils, so far as they are applicable and with the necessary modifications, apply in respect of meetings of the Regional Transport Committee.

Power to Act

To make all decisions necessary to fulfil the role and scope of the committee subject to the limitations imposed.

Power to Recommend

The Regional Transport Committee recommends and reports to the Regional Council.



Report To:	Regional Transport Committee
Meeting Date:	7 August 2020
Report Authoriser:	Namouta Poutasi

Chairperson's Report

Executive Summary

This report highlights matters of interest that the Committee Chair considers to be of relevance to the business of the Committee. The report includes an update on:

· An update from HenleyHutchings on the national transport policy context. This report will be provided as soon as it is available.

· The Ministry of Transport’s latest options paper on relocating the Ports of Auckland.

· The Upper North Island Strategic Alliance are developing a joint upper North Island statement for Regional Land Transport Plans;

· An update on rail planning highlighting staff level conversations regarding inter-regional rail;

· Kiwi Rail attendance at the Regional Transport Committee

· The attendance of Terry Molloy from the Automobile Association; and

· The development of the Setting of Speed Limits Rule as part of its Tackling Unsafe Speeds programme.

Recommendations

That the Regional Transport Committee:

1 Receives the report, Chairperson's Report.

1. Purpose

The purpose of this report is to highlight matters of interest that are of relevance to the business of the Committee.

2. Matters of Interest

2.1 Transport – national policy context

Consultants HenleyHutchings will provide an update on the national transport policy context. This will be provided as soon as it is available and among other matters, will cover policy with transport related impacts, including the National Policy Statement on Urban Development and infrastructure investment promises from both Labour and National.

2.2 Upper North Island Supply Chain - Ministry of Transport Report

The Government has released a report that the Ministry of Transport commissioned from Sapere on the options for relocating the Port of Auckland’s freight operations.

Cabinet were of the view that Ports of Auckland operations could not remain at the Waitematā site in the long term. Accordingly, the Sapere report provides analysis that assumes the relocation of all freight operations from the Ports of Auckland and as a result, considers five options for relocation:

1. Northport expansion;

2. Port of Tauranga expansion;

3. A shared increase in capacity at both Northport and Port of Tauranga;

4. A new port (greenfield site) on the Firth of Thames; and

5. A new port (greenfield site) on the Manukau Harbour.

Of the options considered by the report, a new port on the Manukau Harbour stands out as the highest-ranked option on the basis of being the least costly over the long-term, primarily because of the proximity of Manukau Harbour to the freight destinations in South Auckland. The Manukau Harbour option is the least net-economic-cost option in the report.

A copy of the staff report, and Sapere’s report, can be found on page 191 of the Council’s 6 August 2020 agenda, here.

2.3 Upper North Island Strategic Alliance

There is a proposal going to the Upper North Island Strategic Alliance^{^[1]} (UNISA) Mayor’s and Chair’s meeting on 7 August 2020 – the same day as this meeting – to develop a joint upper North Island statement for the strategic context of Regional Land Transport Plans (RLTP). A joint Upper North Island statement added value to the Bay of Plenty’s 2015 and 2018 RLTPs. Staff will advise the Committee on the outcome of this proposal and progress on the shared statement at the next RTC in November.

2.4 Inter-Regional Rail

Officers from the Bay of Plenty Regional Council (BOPRC), Waikato Regional Council (WRC), the New Zealand Transport Agency (Waka Kotahi), the Ministry of Transport (MoT), Auckland Transport, Tauranga City Council and Hamilton City Council have been meeting to share information and ideas about investigating a Hamilton and Tauranga passenger rail connection. Representatives from Waikato Tainui and SmartGrowth Combined Tangata Whenua Collective have also been part of these conversations.

There is an opportunity to take a similar approach by the MoT to the Hamilton and Auckland Intercity Connectivity business case – also known as the rapid rail investigation – could be adapted for a Hamilton and Tauranga corridor study. Given the scale of investment involved there is a general view that it would need to be Crown lead, much like the Hamilton and Auckland investigation.

Officers are discussing a way forward, including technical issues that would need to be resolved. The SH29/ECMT working group comprising the Bay of Plenty and Waikato RTCs (therefore including Waka Kotahi) and other Territorial Authorities, with appropriate Iwi representation, could be a suitable political reference group.

WRC and BOPRC are working with MoT to arrange a presentation to both RTCs before the end of the year. Once there is more clarity on a proposed way forward, we anticipate seeking RTC approval of direction.

2.5 Kiwi Rail attendance at RTC

At the RTCs 24 June 2020 Workshop, members requested that an invitation be extended to Kiwi Rail to appoint an advisor to the Bay of Plenty Regional Transport Committee.

In response, Lyndon Hammond (Kiwi Rail Programme Manager – Government Relations, Policy and Funding) noted that it is not currently a viable option as Kiwi Rail is still looking to understand the implications of changes to the Land Transport Management Act (LTMA) and how these changes will impact Kiwi Rail and RTCs. However, Lyndon is attending the RTC meeting, via Zoom, as an observer and would like to present to the November RTC meeting once the changes to the LTMA are further understood.

2.6 The Automobile Association – Seeking Advisor Role

Terry Molloy from the Automobile Association is to present in the Public Forum at this meeting.

The Automobile Association have expressed a desire to join the committee as an external advisor. I shall seek direction from the committee today as to that request. It is my understanding the former mayor of Tauranga the late Noel Pope represented the Automobile Association on the RTC some years ago. Should the RTC so direct today, a report will be provided at the November RTC meeting to consider whether the Automobile Association should be included as an external advisor to the RTC.

2.7 Setting of speed limits rule

The Government is developing the Setting of Speed Limits Rule as part of its Tackling Unsafe Speeds programme. The Rule is intended to give effect to a new regulatory framework for speed management and the requirements for safer speed limits around schools, and would replace the Land Transport Rule: Setting of Speed Limits 2017.

This is relevant information for RTCs as they are responsible for developing draft Regional Speed Management Plans and this work is included in the work programme to commence in early 2021. The implications are that we need to develop this plan in the New Year and it would be a similar process to RLTP i.e. alongside RAG / endorsed by RTC.

Attachments

Supporting Document 1 - Transport - National Policy Context - HenleyHutchings July 2020 (To be distributed when available) ⇩



Report To:	Regional Transport Committee
Meeting Date:	7 August 2020
Report Writer:	Andrew Williams, Transport Planner
Report Authoriser:	Namouta Poutasi, General Manager, Strategy & Science
Purpose:	This paper seeks to confirm the direction provided at the 24 June 2020 workshop.

Draft Regional Land Transport Plan 2021 - Strategic Framework and Development Process

Executive Summary

At its May 2020 meeting, the Regional Transport Committee (RTC) resolved to review the Regional Land Transport Plan’s (RLTP) vision, problem and benefit statements, objectives and ten year investment priorities at a workshop on 24 June 2020. This paper seeks to confirm the direction provided at the workshop, including:

· The wording of the vision, benefits and objectives; and

· The relative weighting of the problems and objectives; and

· The ten-year transport investment priorities.

This paper also includes consideration of the RLTP development process and the potential implications of a delay in national government policy for the timing of consultation.

Recommendations

That the Regional Transport Committee:

1 Receives the report, Draft Regional Land Transport Plan 2021 - Strategic Framework and Development Process.

2 Confirms the direction provided at the 24 June 2020 workshop in relation to the vision, benefit and problem statements, objectives and ten-year transport investment priorities.

3 Notes the development of the Regional Land Transport Plan 2021 is subject to the release of central government policy which will have implications for the timing of consultation on the draft plan.

1. Background

In 2016-18, a comprehensive review of the Regional Land Transport Plan (RLTP) was undertaken, culminating in the operative Bay of Plenty RLTP 2018. The RTC has commenced the process of preparing a new RLTP 2021 and significant progress has been made on the first of the following two key components:

1. A strategic framework which outlines the strategic context for land transport in the region and sets out the regional policy framework, including the region’s transport vision, objectives, policies, and ten year transport investment priorities that will guide investment in the regional transport system; and

2. The regional programme of land transport activities which outlines the transport activities the region has identified and prioritised for inclusion in the National Land Transport Programme (NLTP) for subsequent national funding subsidy via the National Land Transport Fund (NLTF).

This paper seeks to further progress the plan development process by confirming the direction provided by the RTC at its 24 June 2020 workshop and building on previous key decisions to undertake a strategic review of the 2018 RLTP. A full list of the decisions made to date, regarding the development of the draft RLTP 2021, are contained at Appendix 1. The paper also provides an opportunity for members to consider the RLTPs structure and strategic context.

2. Structure of the RLTP

Staff are continuing to work on the development of the RLTP document. The strategic framework (front end) of the document, and its proposed contents, is outlined by Table 1 below. The second component of the RLTP is the regional programme where the focus will shift once the strategic framework has been developed.

Table 1: Working structure of the RLTP’s strategic framework

Chapter / Section	Description
Foreword	Chairman’s foreword provides a brief introduction to the RLTP
Mihi	A mihi will open the document and provides an opportunity to express the heritage of our region and speak to the RLTPs vision
Executive summary	Provides an synopsis of the RLTP as a whole
Introduction	Brief introduction including purpose and vision of the RLTP
Strategic context	Will outline the overarching strategic story for the Bay of Plenty to support future planning and investment in the land transport system, including the following key points: · Our region is diverse, there are different drivers in different parts of the Bay of Plenty which means there are different priorities, needs and community expectations. · There are key similarities across the regions urban centres to integrate urban growth and transport planning to support strong connections to social and economic opportunities while focusing on reducing environmental impacts from transport. · We cannot continue the way we are if we want to tackle climate change, we need to move differently in the future. · Rural road safety continues to be an issue. · Resilience in the Eastern Bay and Rotorua transport systems is important including the critical connections to Western Bay of Plenty and central and upper North Island to support economic aspirations. · Future opportunities where more freight could move off roads and on to rail. · Tangata whenua and their aspirations for transport and social and economic development · The need for a strong evidence base to support government expectations for planning and investment.
Strategic framework	Will include: · Strategic response and vision · Problem and benefit statements · Objectives · Headline targets – intended to be viewed as the RLTP’s most important key performance indicators and an important tool to communicate the level of change sought in key areas. · Policies
Ten year investment priorities	A statement of the transport priorities for the region for the 10 financial years from the start of the RLTP

3. The strategic framework

The following provides a synopsis of the direction the RTC provided at the 24 June workshop, and includes the vision statement, problem and benefit statements, and the objectives proposed for inclusion into the draft RLTP 2021. This includes a recommendation on increasing the weighting of the environmental sustainability objective, as requested by the RTC at its workshop. Appendix 2 illustrates where the RTC landed with the discussion on these topics from the 24 June 2020 workshop. A review of the RLTP policies and headline targets is also included.

3.1 The vision statement

The vision statement defines where the RTC wants to get to in the longer term – it is an anchor and helps focus the plan on the region’s long-term aspirations. At the 24 June workshop, the RTC supported the following vision statement for the draft RLTP 2021:

An integrated sustainable, efficient, and safe transport system that meets the needs of a diverse and growing population and regional economy.

3.2 Problem statements

At the 24 June workshop, the RTC reviewed the region’s key transport problems previously identified in the RLTP 2018. Members agreed to retain the existing problem statements with the following amendment:

· Increasing the priority of the environment and public health focused problem statement from its previous position of fourth, up to third. In doing so, increasing its weight from 10% to 20%.

· This meant shifting the resilience focused problem statement to fourth position and a consequential reduction in weighting from 20% to 10%.

Subsequently, the RTC’s direction landed with the final drafted problem statements:

1. Traffic growth in parts of the region is increasing congestion, inhibiting the efficient movement of people and goods (40%);

2. Poor user behaviour in an unforgiving transport environment is resulting in unacceptable avoidable death and serious injury (30%);

3. Poor design and functionality of current transport system is adversely impacting the environment and public health (20%); and

4. Constrained investment in resilience is negatively impacting network efficiency and functionality (10%).

3.3 Benefit statements

The previous investment logic mapping process, undertaken through the development of the 2018 RLTP, identified three key benefits of addressing the region’s priority land transport problems. At the 24 June workshop, the RTC amended the three existing statements, as follows. The weighting of each remained the same.

The final wording and their weightings are in bold and deleted text, ~~struck~~ through:

1. Better environmental and wellbeing outcomes for all Bay of Plenty residents ~~Better quality of life for Bay of Plenty residents~~ (45%)

2. Increased safety for users of the region’s transport network (30%)

3. Enabling a prosperous economy for all ~~Improved economic performance~~ (25%)

3.4 Objectives

Also at the 24 June workshop, the RTC considered the objectives and their respective weightings. The RTC supported an approach to align them with the key outcomes in the Ministry of Transport’s outcomes framework. The objectives supported by members at the 24 June workshop, are:

Healthy and safe people (30%)

· Zero deaths and serious injuries on the region’s transport system.

· The transport system minimises the health damaging effects of transport for all members of society.

Economic prosperity (25%)

· The transport system is integrated with well planned development, enabling the efficient and reliable movement of people and goods to, from and throughout the region.

Environmental sustainability (20%)

· The social and environmental effects (including emissions) arising from use of the transport system are minimised.

· Planning and implementation ensure regional growth patterns and urban form reduce travel demand, support mode neutral freight efficiency and mode shift to public transport, walking and cycling.

Inclusive access (15%)

· Communities have access to an inclusive and reliable transport system that provides them with a range of travel choices to meet their social, economic, health and cultural needs.

Resilience and security (10%)

· The transport system can respond to, adapt and rapidly recover from adverse events within a tolerable timeframe from a social, economic, cultural and environmental perspective.

The RTC requested that staff review the weighting of the Environmental Sustainability objective with a view to increasing its weight by 5%. This would necessitate an equivalent reduction in one of the other four objectives.

3.4.1 Weighting the objectives

Based on the position in the draft Government Policy Statement 2021 (GPS), and the language within the developing RLTP strategic framework, it is clear that increasing the weighting of the environmentally focused objective has merit, and support. However, it is not obvious which objective should see a corresponding reduction in its weighting to allow for the Environmental Sustainability objective to be increased by 5%. Staff have identified one of the following three objectives as candidates:

1. Healthy and safe people;

2. Economic prosperity; or

3. Inclusive access.

Reducing the weighting of the Resilience and Security objective was considered and discounted in light of recent events – COVID-19 and Whakaari White Island eruption – and the vulnerability of our region, particularly in the east, to the impacts of natural hazards. A reduction in the weighting of the Resilience and Security objective may count against the prioritisation of resilience-based projects in the RLTP programme.

· Healthy and safe people

The Healthy and Safe People objective is fundamental to delivery of the GPS and the National Land Transport Programme. Recent governments have placed a priority on road safety objectives and this is unlikely to change. The current government has placed a particular emphasis on road safety through increased levels of investment to deliver the Road to Zero strategy.

At a regional level, road safety continues to be a significant issue. The Bay of Plenty recorded the third highest number of road deaths across all regions in the 12 months to December 2019, despite having a much smaller population than many of the comparative regions.

On this basis, staff recommend that the current weighting of the road safety objective is retained.

· Economic prosperity

The Ministry of Transport outcomes framework includes economic prosperity as one of five key outcomes. The draft GPS 2021 does not explicitly include an economic priority objective, but this is implicit in the Better Travel Options and Improved Freight Connections strategic priorities.

The draft GPS 2021 was issued prior to the COVID-19 pandemic and subsequent lockdown period. This has led to a renewed emphasis on the post-COVID recovery and renewal of the economy. Consequently, staff consider that reducing the weighting of the Economic Prosperity objective would be inadvisable in the current economic climate, and amid ongoing economic uncertainty following COVID-19.

Reducing the weight of the Economic Prosperity objective may also have an effect on the prioritisation of projects related to the Port of Tauranga, wider connections with the Upper North Island, and the region’s significant tourism sector.

· Inclusive access

Staff have reviewed the wording of the draft Environmental Sustainability and Inclusive Access objectives. The review found that the objectives have considerable cross-over and when coupled together, make up a combined weight of 35%. The bold text highlights the cross-over between the two objectives – both objectives refer to social effects and needs and both cover mode shift aspirations.

Environmental sustainability

· The social and environmental effects (including emissions) arising from use of the transport system are minimised.

· Planning and implementation ensure regional growth patterns and urban form reduce travel demand, support mode neutral freight efficiency and mode shift to public transport, walking and cycling.

Inclusive access

· Communities have access to an inclusive and reliable transport system that provides them with a range of travel choices to meet their social, economic, health and cultural needs.

Moving the 5% weighting from Inclusive Access to Environmental Sustainability would retain the same combined weighting but strengthen the relative emphasis on environmental outcomes such as emissions reduction. This would also demonstrate good alignment with the strategic framework in the draft GPS 2021.

This is the option recommended by staff. Figure 1 shows how the recommended weightings flow through from the relevant benefit statements to the objectives.

*Benefit Statements*	*Objectives*	*Aligned Weighting*

Figure 1: Benefits and objective alignment

3.5 Ten year investment priorities

The Land Transport Management Act (LTMA) requires that the RLTP includes a statement of the transport priorities for the region for the 10 financial years from the start of the RLTP. The transport priorities were workshopped with RTC members on 24 June 2020 and the RTC indicated support for the following priorities – illustrated in Figure 2 – overlaid by a cross-cutting climate change priority.

Figure 2: Ten year transport priorities

These priorities were initially developed with the Regional Advisory Group (RAG) as the sub-packages within the Regional Transport Economic Stimulus Package. These show strong alignment with the strategic priorities in the draft GPS 2021:

· Safety

· Better travel options

· Improving freight connections

· Climate change

Following guidance received at the 24 June workshop, staff recommend that these ten-year transport investment priorities are carried forward into regional programme development and prioritisation processes.

3.6 Headline targets

The following provides RTC with an update on progress for developing headline targets. The Transport Special Interest Group’s (TSIG) RLTP guidance – endorsed by Waka Kotahi – recommends that the 2021 iteration of RLTPs includes between three to five ‘headline targets’ within the strategic framework to support the RLTP’s vision and strategic framework.

Headline targets are intended to be viewed as the RLTP’s most important key performance indicators and an important tool to communicate the level of change sought in key areas. They should include a tangible measure that quantifies the region’s desired outcomes.

Staff are currently undertaking a review of the 2018 RLTP key performance indicators and from this, formulating headline targets that align best with the strategic framework developed by the RTC to date. Any targets developed are to be tested with the RAG and will be brought to the RTC for approval

At this stage, staff are looking to develop five headline targets that link clearly with each of the five objectives. The development of targets is also taking into consideration wider documentation, for example, indicators being developed as part of the Western Bay of Plenty Transport System Plan and those within the Road to Zero framework. The following illustrates the headline target themes – listed under the relevant objective heading – that staff are currently working, and likely to be included in the draft document:

Safety:

· A headline target that focuses on reducing deaths and serious injuries in the region. This will likely align with the Road to Zero’s targets.

Economic prosperity:

· A headline target that considers an economic measurement. While freight travel times has been a key measure in the past, this may not be the strongest way to measure economic prosperity going forward especially when considering the emphasis on mode shift and a desire to reduce ‘general traffic’.

Environmental sustainability:

· A headline target that is likely to contribute to the government’s net zero carbon emission agreement, possibly with the inclusion of reducing emissions quantities by transport activities.

Inclusive access:

· A headline target that is likely to incorporate ways of measuring mode share targets. This could be aligned with the key performance indicators within the Transport System Plan.

Resilience and security:

· A headline target will likely be developed that has reliable year on year data, and reflects what is included in the Transport System Plan and GPS.

The headline targets will be included alongside their corresponding objectives in the RLTP strategic framework. Staff propose to continue monitoring the existing key performance indicators in the RLTP 2018. These will be listed in the Monitoring and Review section of the document and continue to be reported on in the RLTP Annual Report Card.

3.7 Policies

The LTMA requires policies to be included in the RLTP. Policies are intended to provide more detail about how we will achieve each objective and are designed to guide the actions of organisations responsible for implementing the RLTP.

Staff, in conjunction with RAG, have reviewed the policies in the RLTP 2018 in the context of the direction set by the RTC at its 24 June workshop. The reviewed policies have been grouped according to the revised set of objectives and included in Appendix 3 for members’ consideration.

4. RLTP development timeframes and consultation process

Consultation on the draft RLTP must be undertaken in accordance with the consultation principles set out in section 82 of the Local Government Act (LGA). The LTMA provides the option of using the LGA Special Consultative Procedure to fulfil RLTP consultation requirements. Timeframes for RLTP development process must make allowance for undertaking a full public consultation process.

There are several factors which are impacting on proposed timeframes for RLTP development:

· The draft GPS 2021 has yet to be finalised as officials work through changed funding parameters as a result of COVID-19. The current timeframes are for the GPS to be considered by Cabinet for release in late August. This is very close to 19 September national election date.

· Waka Kotahi are awaiting the release of the GPS prior to finalising and releasing their investment prioritisation methodology.

· Waka Kotahi have also postponed the date for releasing their draft Transport Agency Investment Proposal (TAIP).

· The final GPS may also trigger changes to the Transport Investment Online (TIO) database. TIO is used by Waka Kotahi to collate information and manage funding information on projects.

Current RLTP timing has significant milestones planned for late August and early September. The project team had anticipated collating all the proposed activities for the regional programme and working through the prioritisation process during this period.

The delays in releasing the GPS and potential further delays during the national election period is increasingly likely have a flow on effect on the RLTP development process and may require revised timing of consultation.

Working back from the required submission date of 30 April 2021 suggests that the latest date for the closing of submissions is late January 2021. This factors in a process of hearings and deliberations prior to a decision by the RTC to recommend the RLTP to the Regional Council. As specified in the LTMA, the Regional Council must then make a decision to approve the final RLTP before it is submitted to Waka Kotahi.

Staff are currently working through contingency plans for the timing of RLTP consultation while still meeting the current 30 April 2021 RLTP submission deadline.

5. Considerations

5.1 Risks and Mitigations

Table 2 below provides a list of some of the risks, and the associated mitigations, that staff are dealing with and managing.

Table 2: Risks and associated mitigations

Risk	Mitigations
General election in 2020 results in rapid shift in central government transport direction late in Plan development process	Develop alternative options for the region’s ten-year transport investment priorities and alternative prioritisation scenarios
Delays in critical information mean project is not completed within required timeframes	Ongoing communication between key stakeholders on delivery dates for critical information (e.g. GPS, draft TAIP, local transport programmes)
Unable to achieve key stakeholder agreement (e.g. RAG) on key elements of the Plan (strategic framework, prioritisation methodology, priorities)	Proactive identification and engagement on emerging issues
Fundamental disagreement between ‘the Region’ and central government on critical elements of the Plan (strategic framework, priorities, programme)	Ongoing dialogue between central government and the Region on plan expectations
Rapid and fundamental shift in assumptions underpinning the Plan - economic trends, travel behaviour, transport costs and revenues, technological change, catastrophic event (e.g. pandemic, natural disaster).	Include section on future scenarios, risks and uncertainties. Detail assumptions in plan.
Public resistance to critical elements of the Plan (principles, priorities, programme).	Development and implementation of consultation/ communications plan
Political approval is not achieved at key milestone dates.	Include timing contingencies in project planning and ensure relevant workshops scheduled to provide opportunity for more detailed discussions.

5.2 Climate Change

Climate change is a significant component of the draft 2021 RLTP strategy. The development of the draft RLTP 2021 specifically address climate change mitigation and adaptation. This is illustrated right through from the draft RLTP vision statement, benefit and problem statements, objectives, policies and the developing headline targets. In particular is the Environmentally Sustainability objective, and the policies (Appendix 1) and headline target under development, to be included under the same objective heading.

5.3 Implications for Māori

It is vital that Regional Council engage with Māori effectively during the development of the RLTP to ensure it takes into account and reflects Māori aspirations. This ensures that Regional Council and Waka Kotahi can meet their collective obligations under the LTMA. Regional Council is well placed to actively engage with Māori and staff are progressing a plan for consultation which will include a specific component of Māori consultation.

5.4 Community Engagement

CONSULT

Whakauiuia

To obtain input or feedback from affected communities about our analysis, alternatives, and /or proposed decisions.

As noted, staff are developing a consultation programme.

5.5 Alignment with Strategic Framework

This item directly contributes to the Vibrant Region Community Outcome in the Council’s Long Term Plan 2018-2028.

5.6 Financial Implications

There are currently no direct financial implications associated with developing the strategic framework of the RLTP 2021.

6. Next Steps

Staff will take on board the feedback and recommendations from the RTC meeting and continue developing the draft RLTP. Subject to revised timing of central government processes, an additional RTC workshop may need to be scheduled to test the Committee’s thinking on the prioritisation of significant activities in the RLTP.

Attachments

Attachment 1 - RTC resolutions to date to develop the draft RLTP 2021 ⇩

Attachment 2 - RTC direction provided at 24 June 2020 workshop ⇩

Attachment 3 - Draft RLTP 20201 - working policies ⇩



Report To:	Regional Transport Committee
Meeting Date:	7 August 2020
Report Writer:	Andrew Williams, Transport Planner
Report Authoriser:	Namouta Poutasi, General Manager, Strategy & Science
Purpose:	To adopt a nationally consistent approach for prioritising significant activities in the draft RLTP 2021.

Draft Regional Land Transport Plan 2021 - Funding and Prioritisation Process

Executive Summary

At its 24 June 2020 workshop, the Regional Transport Committee (RTC) received some initial thinking on an approach to prioritising activities for inclusion in the draft Bay of Plenty Regional Land Transport Plan 2021 (RLTP). Staff have developed the thinking further, and to support the adoption of an approach, this report outlines:

· The wider funding context for RLTPs; and

· The proposed approach to the prioritisation of significant activities.

The recommendation in the report is that the RTC adopts the RLTP prioritisation approach developed by the Local Government Transport Special Interest Group (TSIG) in conjunction with Waka Kotahi.

Recommendations

That the Regional Transport Committee:

1 Receives the report, Draft Regional Land Transport Plan 2021 - Funding and Prioritisation Process.

2 Adopts the nationally consistent approach developed by the Local Government NZ Transport Special Interest Group in conjunction with Waka Kotahi as the basis for prioritising significant activities in the draft RLTP 2021.

1. Background

In 2016-18, a comprehensive review of the Regional Land Transport Plan (RLTP) was undertaken, culminating in the operative Bay of Plenty RLTP 2018, which provides a robust, collaboratively developed regional transport framework. The preceding report – Draft Regional Land Transport Plan – Strategic Framework and Development Process – covers the progress made on developing the RLTP strategic framework.

This report focuses on the framework for developing the regional programme, which outlines the land transport activities the region collectively identifies and prioritises for inclusion in the National Land Transport Programme (NLTP) for subsequent national funding subsidy via the National Land Transport Fund (NLTF).

The report begins by outlining, at a high-level, how regional land transport is funded. It then considers the approach to prioritising projects within the draft RLTP 2021. Staff recommend that the RTC adopt a prioritisation approach that aligns with the guidance jointly developed by the Transport Special Interest Group (TSIG) and Waka Kotahi.

2. How land transport is funded

Figure 1 provides a high-level flow chart illustrating the New Zealand land transport planning and investment framework.

Figure 1: Land transport planning and investment framework

The NLTP is a three-year programme that sets out how Waka Kotahi will invest in the land transport system. It is composed of activities proposed by Approved Organisations[2] and by Waka Kotahi via the Transport Agency Investment Proposal[3] (TAIP). The NLTP sets out activities that can receive funding from the NLTF.

The NLTF is a fully hypothecated (ring-fenced) transport fund made up of fuel excise duty, road user charges, a portion of the annual motor vehicle registration fee, and income from the sale and lease of state highway property. This means that all the revenue collected[4] from transport users is dedicated to investment in land transport. Waka Kotahi’s Board has independent statutory responsibilities for the allocation and investment of the NLTF, which occurs through the NLTP. However, the NLTF is a limited funding pool – the previous NLTP included a total of ~$13 billion over three years, while significant, it falls short of the collective funding sought by RLTPs.

The Government Policy Statement (GPS) guides Waka Kotahi decision-making on where NLTF allocations should be focused over the next 10 years. The GPS provides strategic direction, sets out central government’s priorities for the land transport system, forecasts how much revenue will be raised for the NLTF and specifies at a high level how the NLTF funding will be allocated across different types of land transport activities. The NLTP must give effect to the GPS.

RLTPs are the regional layer and effectively bridge the gap between local and regional investment, and the NLTP. Before a project can be considered for funding through the NLTP and NLTF, it must first be included in an adopted RLTP. The RTC is responsible for determining what projects are to be included in an RLTP, and the order of priority for significant projects[5]. This process is supported by a prioritisation approach, which will be addressed in the second part of this paper.

It is important to note that the NLTP is finalised and released three months after RLTPs are submitted. So within this framework, the purpose of RLTPs is to act as a collective regional bid for investment from the NLTF.

When proposing activities in the RLTP for inclusion in the NLTP, Approved Organisations (e.g. regional, city and district councils) signal a commitment to providing a local share (subject to confirmation through Long Term Plans). To attract the corresponding national share through a Funding Assistance Rate (FAR), the activity must first be included in the NLTP. This signals that the proposal has met certain national criteria for inclusion in the NLTP. Waka Kotahi then makes funding decisions on individual activities or programmes on a case-by-case basis as the NLTP is implemented, taking into account a range factors, including national funding availability. The way the system operates means there is always a significant level of funding uncertainty when RLTPs are being developed and submitted.

The Government can also choose to directly fund land transport activities through Crown appropriations or funding streams that are external to the NLTF. Recent examples include:

· New Zealand Upgrade Programme (NZUP) – the programme intends to invest $6.8 billion across road, rail, public transport and walking and cycling infrastructure[6].

· Provincial Growth Fund (PGF) - the Government’s commitment to investing $1 billion per annum over three years in regional economic development, including transport projects.

· Government funding for the delivery of ‘shovel ready’ projects to support the economic recovery from the effects of COVID-19.

3. Prioritising activities in the RLTP

Section 16(3)(d) of the Land Transport Management Act (LTMA) requires RLTPs to determine ‘the order of priority of the significant activities that a regional transport committee includes in the regional land transport plan’. The LTMA also requires RTCs to adopt a policy that defines what constitutes a significant activity and must therefore be prioritised.

Waka Kotahi develops a national prioritisation approach and criteria to prioritise activities in the NLTF. The national approach for the NLTP 2021-24 will be described in the second tranche of the Investment Decision-Making Framework (IDMF), which was yet to be released at the timing of writing this report.

While a region could simply adopt this approach when developing the RLTP prioritised list, previous experience has suggested there are a number of limitations when a national approach designed for determining what activities will be included in the NLTP is applied to the prioritisation of activities at the regional level.

Firstly, the national criteria represents the national perspective, while a key principle underpinning RLTPs is that they present a regional perspective back to central government decision-makers on activities the region would like to see prioritised for investment. While it is important that RLTPs are aligned with government policy at a strategic level, the regional prioritisation enables the RTC to provide its perspective on how national direction should be translated to the regional level.

This difference is reflected in the LTMA policy hierarchy, which requires the NLTP to ‘give effect to’ to the GPS, while the RLTP must meet the less stringent test of ‘being consistent with’ the GPS. Consequently, if the region were to adopt the IDMF criteria, prioritisation would be reduced to a straightforward technical exercise, leaving little opportunity for the RTC to put forward a regional perspective on the Bay of Plenty’s priorities.

Secondly, experience suggests that differing interpretations of the national criteria has produced differences between the activity owner’s assessment of the activity and its eventual determination by Waka Kotahi. This means that there is no agreed IDMF assessment for an activity at the stage in the process when the prioritised list must be developed.

Finally, previous national criteria have not differentiated between activities with the same score, meaning that activities are prioritised in bands rather than individually ranked in a prioritised list. This is appropriate for NLTP development purposes whereby an ‘investment threshold’ based on ranking is established for each activity class. However, it does not provide sufficient differentiation for RLTP prioritisation, which requires every activity to be prioritised above or below every other activity on the list.

Given these factors, each region has previously developed its own prioritisation methodology based on the strategic direction in its RLTP. In terms of the development of 2021 RLTPs, TSIG has recognised that each region applying its own prioritisation approach is of limited value to Waka Kotahi when it develops the NLTP because there is no consistent basis on which to compare activities in different regions. Consequently, TSIG, in conjunction with Waka Kotahi, has developed a consistent prioritisation methodology for regions to apply when developing their RLTPs. The TSIG prioritisation approach is set out in Appendix 1. In order to ensure consistency with other regions and provide a coherent regional perspective back to Waka Kotahi, staff are proposing that that this prioritisation approach is adopted for the Bay of Plenty RLTP 2021.

The first step in the prioritisation approach is to apply the RLTP significance policy to identify the significant improvement activities that need to be prioritised. While the 2018 RLTP significance policy determined that improvement activities with a total anticipated cost exceeding $1 million were significant, it is proposed that this be raised to $2 million to align with new Waka Kotahi cost thresholds for Low Cost Low Risk activities.

The approach for identifying activities that are significant for the purpose of prioritisation include:

· Improvement activities with a total anticipated cost exceeding $2 million over the duration of the activity; or

· Activities that the RTC deems will make a significant contribution to the objectives of the RLTP by way of resolution.

There are a number of business as usual activities that are not prioritised based on the expectation that these activities will be funded ahead of significant new improvements. These activities include state highway and local road maintenance, transport planning (investment management), road safety promotion, and existing public transport services.

The activity owner will submit the required information into the Waka Kotahi Transport Investment Online (TIO) database ready for extraction into the RLTP. Further information may be requested to assist the RAG in scoring and moderating activities from across the region.

Following the RAG assessment and moderation of the activity, the recommended rankings for the activities will be determined by applying the RLTP weightings to the scores. Activities will also be assessed against the IDMF national criteria and this information will be workshopped with the RTC prior to it making a decision on the prioritised list that is released for public consultation.

4. Considerations

4.1 Risks and Mitigations

There are two key risks associated with the prioritisation of projects that are considered for inclusion into the draft RLTP 2021. Firstly, the possibility of not being able to achieve key partner agreement on the final prioritisation of the list of projects, and secondly, public resistance to the draft list of prioritised activities. To counter these two issues, staff are engaging with the RAG regularly as part of developing the prioritisation process and staff are also developing a consultation and community communications plan.

4.2 Climate Change

The matters addressed in this report are of a procedural nature and there is no need to consider climate change impacts. However, the strategic framework of the RLTP does include the impacts of climate change and the prioritisation approach leans on the strategy to inform the prioritisation of projects.

4.3 Implications for Māori

No specific implications for Māori have been identified in the topics covered in this paper. The Draft Regional Land Transport Plan 2021 – Strategic Framework and Development Process paper considers the implications of consultation with Māori regarding the development of the RLTP.

4.4 Community Engagement

CONSULT

Whakauiuia

To obtain input or feedback from affected communities about our analysis, alternatives, and /or proposed decisions.

As noted, staff are developing a consultation programme and as part of the consultation process, the community will be able to review and comment on the draft prioritised list of projects. The consultation that supported the adoption of the RLTP 2018 received significant community feedback on the draft list of prioritised activities and this process played a vital role in the content in the final plan.

4.5 Alignment with Strategic Framework

This item directly contributes to the Vibrant Region Community Outcome in the Council’s Long Term Plan 2018-2028.

4.6 Financial Implications

Budget for developing the RLTP 2021 is provided for within the Transport Planning activity in the Regional Council’s Long Term Plan 2018-2028.

5. Next Steps

Attachments

Attachment 1 - TSIG - Approach to Prioritisation ⇩



Report To:	Regional Transport Committee
Meeting Date:	7 August 2020
Report Writer:	Andrew Williams, Transport Planner
Report Authoriser:	Namouta Poutasi, General Manager, Strategy & Science
Purpose:	The purpose of the report is to update the Committee on progress in implementing the Bay of Plenty Regional Land Transport Plan 2018 (RLTP).

Regional Land Transport Plan - Implementation Report

Executive Summary

This report provides the Regional Transport Committee with a six monthly update on progress in implementing the Bay of Plenty Regional Land Transport Plan 2018. The report includes ‘traffic light’ reporting on transport planning and improvement activities. Overall, sound progress is being made in delivering the activities in the programme.

A recent highlight is the announcement of Government funding for the delivery of six of the region’s projects included in the Bay of Plenty Economic Stimulus Package which was included as a variation to the Regional Land Transport Plan 2018 in May 2020.

Recommendations

That the Regional Transport Committee:

1 Receives the report, Regional Land Transport Plan - Implementation Report.

1. Background

The RLTP is a statutory document developed under the Land Transport Management Act (LTMA). The RLTP sets out a strategic framework for the longer term development of the region’s land transport system. The RLTP also includes a programme of all land transport activities proposed to be undertaken in the six year period 2018-24, and the regional priority of all significant activities^{^[7]}.

The proposed activities in the RLTP are submitted by Waka Kotahi NZ Transport Agency (Waka Kotahi) and Approved Organisations in the region – the six city and district councils, the Regional Council and the Department of Conservation. Each organisation is then responsible for delivering the activities they have proposed. The current RLTP was adopted by the Regional Council and submitted to Waka Kotahi in June 2018. The National Land Transport Programme was then released by the Waka Kotahi on 31 August 2018.

1. Progress Summary

The following graphs provide a snapshot of the progress for each of the improvement activity classes in the programme. More detail on the progress of individual activities is shown in Appendix 1. The below graphs represent a summary of the ‘traffic light’ data for each activity classes at Appendix 1. The activity classes, as represented by each of the below graphs, are defined as follows:

· Investment management: Investment in the transport planning research and management.

· Local road improvements: Investment in local roads that improves capacity or service levels.

· Public transport: Investment in the operation or improvement of public transport infrastructure and services.

· State highway improvements: Investment in state highways that improves capacity or service levels.

· Walking and cycling improvements: Investment in walking and cycling that improves capacity and service levels, including promotional activities.

2. Overall Progress

Overall, sound progress is being made in delivering the activities in the programme. A recent highlight is the announcement of Government funding for the delivery of six of the region’s projects included in the Bay of Plenty Economic Stimulus Package (the Package) which was included as a variation to the Regional Land Transport Plan 2018 in May 2020. The six successful projects to date include:

· The Opotiki to Ohiwa Cycle Trail;

· Opotiki District Council footpath improvements;

· Rotorua rural roads vegetation control and drainage maintenance;

· Bunyan Road seal extension – Coastlands, Whakatane;

· Road corridors within the Whakatane District to have wildling tree and pest plants removed;

· Within the Whakatane District, safety improvements to be undertaken at the right turning bay at the Wainui Road and Harrison Road; and

· $55 million has also been announced for Rotorua through the Crown Infrastructure Partner fund. The $55 million is focused on support housing development in Rotorua east but consequently provides:

o $35 million for intersection upgrade on State Highway 30;

o $15 million for stormwater improvements; and

o $5 million for Rotorua Lakes Council to mitigate effects on local roads – of the three funds bulleted here, this local road improvement funding was the only one included in the Package with a cost of $2 million.

Good progress is also being made with other state highway and local road improvement projects throughout the region. However, and as is the case with all significant multi-agency programmes, there are activities that are currently not progressing for a range of reasons, these include:

· Funding is not available;

· Technical issues or complexity;

· The project is under review or no longer required;

· The project is on hold pending the outcomes of a wider land use and transport planning process; or

· The project is dependent on the delivery of another project before it can commence.

Individual organisations responsible for implementing each activity will continue to report progress as issues are resolved.

2. Considerations

2.1 Climate Change

The matters addressed in this report are of a procedural nature and there is no need to consider climate change impacts.

2.2 Implications for Māori

No specific implications for Māori have been identified in the topics covered in this paper.

2.3 Community Engagement

Community engagement processes were completed when the RLTP 2018 was developed.

2.4 Alignment with Strategic Framework

This item directly contributes to the ‘A Vibrant Region’ community outcome in the Council’s Long Term Plan 2018-2028.

2.5 Financial Implications

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

3. Next Steps

Approved Organisations will continue to implement projects within the RLTP and a further RLTP implementation update report will be provided in six months’ time.

Attachments

Attachment 1 - RLTP Implementation - Traffic Light Report ⇩



Report To:	Regional Transport Committee
Meeting Date:	7 August 2020
Report Writer:	Janeane Joyce, Contractor Natalie van Rossen, Senior Planner, Waka Kotahi
Purpose:	To endorse the Bay of Plenty Mode Shift Plan regional framework and Western Bay of Plenty section, developed in partnership with Waka Kotahi, New Zealand Transport Agency.

Bay of Plenty Mode Shift Plan

Executive Summary

Waka Kotahi and the Bay of Plenty Regional Council have worked in partnership, along with key local government partners, to develop the Bay of Plenty Mode Shift Plan “Keeping our People and our Region Moving”.

To support Waka Kotahi in meeting government direction and timeframes, the Plan has focused firstly on the development of the regional framework and the Western Bay of Plenty subregional section. Further development of the Rotorua Lakes and Eastern Bay of Plenty subregional sections will be completed by December 2020 and early 2021 respectively.

Recommendations

That the Regional Transport Committee:

1 Receives the report, Bay of Plenty Mode Shift Plan;

2 Endorses the Bay of Plenty Mode Shift Plan regional framework and Western Bay of Plenty section.

3 Notes the development of the Rotorua Lakes section of the Plan by December 2020 and Eastern Bay of Plenty section by early 2021.

1. Background

1.1 Importance of mode shift

The Bay of Plenty region has long been desirable for both population immigration (national and international) and economic growth. This growth has resulted in increased demand for travel that is significantly impacting on core parts of the region’s transport system, resulting in longer travel times, less reliable trips and capacity and service level issues which have not kept up with the demands of a growing population and economy.

Moving people differently via mode shift from private vehicles (public transport, cycling, walking, micro-mobility) has become a significant priority for the region. Especially within the key urban centres and critical intra-regional connections.

The effective movement of people and goods delivers multiple social, economic, and environmental benefits. Increasing the share of travel by public transport, walking, and cycling and reducing dependency on private vehicles, not only creates healthier and safer people and communities but supports greater access to social services, employment, education, and recreation. It can also optimise the use of the current transport system, reducing the need for investment in costly new infrastructure.

With parts of the Bay of Plenty region experiencing rapid population and economic growth, and the region having one of the highest private vehicle use rates in the country, improved mode shift can help manage and optimise towards a more balanced strategic transport system.

Many parts of the region’s communities do not have access to a private vehicle or to affordable travel choices. It is important that a suite of multi-modal options is available to ensure there is equal access to social and employment opportunities that in turn increases community prosperity and wellbeing.

With transport emissions making up a significant part of the region’s greenhouse gases, as well as transport related impacts on noise and air quality, an increase in mode shift can also support a more environmentally focused approach to travel and in doing so reduce these emissions over time.

1.2 Government Direction

Waka Kotahi New Zealand Transport Agency has developed a National Mode Shift Plan “Keeping Cities Moving”. The plan outlines how Waka Kotahi, in partnership with others, will help address the causes of car dependency and contribute to key government outcomes through better balancing the transport system.

The Plan’s objective is to increase the wellbeing of New Zealand’s cities by growing the share of travel by public transport, walking and cycling. The three focus areas outlined to support this include:

1. Shaping urban form

2. Making shared and active modes more attractive

3. Influencing travel demand and transport choices

1.2.1 Concentrate on key growth areas

A key focus of the Plan is to concentrate and partner with others on mode shift initiatives within New Zealand’s key growth areas. The six key critical locations identified within the Plan include Auckland, Hamilton, Tauranga, Wellington, Christchurch, and Queenstown, “as by 2040 there will be nearly a million more people living in these six cities, generating millions more trips”.

To support the delivery of the national Plan, the government has directed Waka Kotahi to develop Mode Shift Plans for the six identified locations including the Western Bay of Plenty sub-region.

2.0 Bay of Plenty Mode Shift Plan

2.1 Western Bay of Plenty Section

The Western Bay of Plenty is one of the fastest growing areas in New Zealand with Tauranga being the country’s fifth largest city. The subregion is currently home to around 140,000 people and is predicted to grow to 270,000 people over the next 30-40 years. This continued growth pattern is resulting in significant pressure on the transport system.

The need to move people and goods differently to achieve wider social, economic, and environmental outcomes is becoming urgent. Evidence shows that delivering compact and active urban forms, increasing densities along key transport corridors, and linking key destinations such as home, work, retail, and recreational activities seamlessly via a multi-modal transport system goes a long way to helping achieve the subregions mode shift objectives.

The Western Bay of Plenty section of the Mode Shift Plan outlines the collective challenges, priority objectives and short term priorities required to deliver mode shift initiatives and outcomes.

2.1.1 Collective Challenges

The western Bay of Plenty subregion is facing a number of key challenges in the efficient and effective movement of people and goods. These include:

· Managing growth

· Vehicle dependency

· Safety

· Inclusive access

· Community buy-in

· Conflicting use, demand, and customer expectations

· Policy integration and alignment

· Funding

2.1.2 Priority Objectives

Significant strategy, planning and policy work has been undertaken in the western Bay of Plenty to support the delivery of government objectives and community outcomes. Using the collective evidence within these Plans, along with key partner expertise and experience, the following priority objectives were identified for the western Bay of Plenty.

National Focus Areas	Western Bay of Plenty Priority Objectives
Shaping a supportive urban form	o Enable higher density growth and urban development in areas connected by the multi-modal strategic transport network to optimise travel choice and use. o Plan new growth areas to enable higher densities and a good urban form with a mix of land use and amenity that supports high quality frequent public transport, walking and cycling. o Develop commercial centres and significant public facilities in areas serviced by high quality rapid and frequent public transport. o Ensure the urban form and spatial intent is complemented with a well-integrated transport system.
Making shared and active modes more attractive	o Work closely with local communities to increase understanding and gain support for implementing mode shift (services and amenities). o Improve and expand delivery of high quality rapid and frequent public transport services. o Increase access and use of walking, cycling and micro-mobility through journey planning including the ‘first and last mile’. o Invest in infrastructure and optimisation measures to make public transport and other active modes, more attractive and competitive to the private vehicle. o Prioritise and invest in key routes, areas, and destinations to create a network of connected pathways and cycleways, that feel safe for people of all ages and abilities.
Influencing travel demand and transport choices	o Integrate policy and regulations to incentivise and prioritise mode shift. o Ensure travel demand management practices are embedded through development conditions in priority mode shift corridors and destinations. o Make it safe and easy for people to access options to encourage a change in the way people travel.

National Focus Areas

Western Bay of Plenty Priority Objectives

Shaping a supportive urban form

o Enable higher density growth and urban development in areas connected by the multi-modal strategic transport network to optimise travel choice and use.

o Plan new growth areas to enable higher densities and a good urban form with a mix of land use and amenity that supports high quality frequent public transport, walking and cycling.

o Develop commercial centres and significant public facilities in areas serviced by high quality rapid and frequent public transport.

o Ensure the urban form and spatial intent is complemented with a well-integrated transport system.

Making shared and active modes more attractive

o Work closely with local communities to increase understanding and gain support for implementing mode shift (services and amenities).

o Improve and expand delivery of high quality rapid and frequent public transport services.

o Increase access and use of walking, cycling and micro-mobility through journey planning including the ‘first and last mile’.

o Invest in infrastructure and optimisation measures to make public transport and other active modes, more attractive and competitive to the private vehicle.

o Prioritise and invest in key routes, areas, and destinations to create a network of connected pathways and cycleways, that feel safe for people of all ages and abilities.

Influencing travel demand and transport choices

o Integrate policy and regulations to incentivise and prioritise mode shift.

o Ensure travel demand management practices are embedded through development conditions in priority mode shift corridors and destinations.

o Make it safe and easy for people to access options to encourage a change in the way people travel.

2.1.3 Short Term Priority Actions

The Western Bay of Plenty mode shift plan’s short term priority actions are outlined in the following table. Many of these actions are already within partner Council plans and funding programmes while others are new and therefore require further partner Council discussion, agreement, and development.

SHAPING A SUPPORTIVE URBAN FORM

Short term Priorities (1-5yrs)

o Embed the Urban Form and Transport Initiative (UFTI) through the SmartGrowth Joint Spatial Plan.

o Deliver joined up implementation frameworks to give effect to UFTI including the Western Bay of Plenty Transport System Plan (including Stage 1 System Operating Framework, and later ‘still to be identified business case activities), and wider public transport network reviews.

o Ensure new subdivisions include supporting infrastructure for public transport, and connected pathways and cycleways between streets and neighbouring communities, centres, destinations and public transport routes, to support early uptake of mode shift.

o Ensure existing and new commercial and retail centres are designed to support mode shift including efficient operation of public transport services into and around centres.

o Complete structure planning and/or business cases for key growth areas including Omokoroa Stage 3 and Tauriko West that include development of an integrated package of multimodal transport and land use interventions to support mode shift by optimising walking, cycling and public transport access.

o Commence implementation of the Te Papa Spatial Plan and Indicative Business Case and the Cameron Road multi-modal programme.

o Complete the Intensification Plan Change 26, to enable higher density developments and as a result deliver a strong policy to support mode shift.

MAKING SHARED AND ACTIVE MODES MORE ATTRACTIVE

Short term Priorities (1-5yrs)

o SmartGrowth partners to develop a joint engagement and communications strategy and plan to support working closely with local communities to increase understanding and gain support for implementing mode shift (services and amenities) for local neighbourhoods.

o SmartGrowth partners to investigate a joint approach to planning, designing, and delivering the subregion’s public transport activity.

o Review the Regional Public Transport Plan and WBoP Public Transport Blueprint to strengthen the commitment to public transport as a key element of the subregion’s mode shift strategy.

o Develop and undertake a Western Bay of Plenty Public Transport Implementation Plan to give effect to the UFTI optimal programme and associated SmartGrowth Joint Spatial Plan initiatives.

o Further develop the Tauranga Walking and Cycling Business Case and implement the Tauranga Cycle Plan and draft Western Bay of Plenty Walking and Cycling Action Plan and develop a (partner shared) coordinated implementation plan to deliver connected cycleways and pathways on the identified priority routes across the subregion.

o Implement the Cameron Road Multi-Modal Study interventions to increase mode shift along the corridor.

o Continue to work with schools and local cycling groups to ascertain the best mix of interventions including education to address safety concerns and perceptions for cycling.

INFLUENCING TRAVEL DEMAND AND TRANSPORT CHOICE

Short term Priorities (1-5yrs)

o Encourage new commercial and/or industrial developments (of scale) to develop travel demand management plans to support the movement of people and goods.

o Complete the Tauranga City Parking Policy review and the Western Bay of Plenty public transport fares review and ensure the policies give effect to the subregion’s mode shift objectives, including good alignment and supporting rules and regulations across the two policies.

o Investigate how resource management conditions and/or processes can support the quicker and easier delivery of mode shift facilities in local communities.

o Complete travel demand packages for Te Tumu and Tauriko West.

3.0 SmartGrowth: Urban Form and Transport Initiative (UFTI)

The Urban Form and Transport Initiative (UFTI) was a collaborative project involving SmartGrowth, Waka Kotahi, Western Bay of Plenty District Council, Tauranga City Council, Bay of Plenty Regional Council, iwi, and community leaders. The Ministry of Housing and Urban Development was also represented in UFTI. The UFTI Final Report was endorsed by SmartGrowth and adopted by the partner Councils in July 2020.

UFTI focussed on supporting liveable community outcomes and finding answers for the subregion’s future housing capacity, intensification, urban form, and how to move more people via a multi-modal (such as public transport and cycleways) transport system.

This includes a significant mode shift programme to support a step change in the movement of people. It is going to be important, that all partners, both local, regional, and national, work together on a coordinated approach in the delivery and funding of future mode shift initiatives. The Bay of Plenty Mode Shift Plan supports the implementation of UFTI.

3.1 Planning and Policy Alignment

The following diagram outlines the key relationships between different plans, policies, and strategies to support mode shift and public transport system outcomes in the western Bay of Plenty.

2. Considerations

2.1 Risks and Mitigations

The risk of not approving the Mode Shift Plan Western Bay of Plenty Sub-Regional section is that the Council will not align with Waka Kotahi requirements to meet government direction for key growth centres in New Zealand.

2.2 Climate Change

The Mode Shift Plan has a strong focus on delivering considerable environmental and health benefits through moving people and goods more efficiently through the transport system.

2.3 Implications for Māori

The Mode Shift Plan focus on delivering environmental and health benefits through moving people and goods more efficiently through the transport system will provide long-term benefits for Māori.

2.4 Community Engagement

The development of the Mode Shift Plan does not require public consultation. Implementation of the Plan will be undertaken via relevant national, regional, and local planning and investment processes such as the Regional Land Transport Plan that does include public consultation.

2.5 Alignment with Strategic Framework

This project directly contributes to ‘A Healthy Environment’ and ‘A Vibrant Region’ Community Outcomes in the Regional Council’s Long Term Plan 2018-2028.

2.6 Financial Implications

Work has been undertaken within budget and there are no further budget implications for the Regional Transport Committee to consider.

Specific projects and programmes required to support the delivery of the Bay of Plenty Mode Shift Plan will form part of the development and prioritisation processes for the National Land Transport Programme, Regional Land Transport Plan, and partner council Long Term Plans.

3. Next Steps

Waka Kotahi will continue to brief Ministers in regard to progress on the Mode Shift Plans for each of the identified key growth areas, including the Bay of Plenty’s.

Bay of Plenty Regional Council will work with Waka Kotahi and their local government partners to develop the Rotorua Lakes and Eastern Bay of Plenty sub regional sections by December 2020 and early 2021 respectively.

Attachments

Attachment 1 - Bay of Plenty Regional Mode Shift Plans ⇩

[1] The Upper North Island Strategic Alliance is a long-term collaboration between Auckland Council, Bay of Plenty Regional Council, Northland Regional Council, Waikato Regional Council, Hamilton City Council, Tauranga City Council and Whangarei District Council to respond to and manage a range of inter-regional and inter-metropolitan issues.

[2] An organisation eligible to receive NLTF funding e.g. regional, city and district councils; Department of Conservation.

[3] The purpose of the Transport Agency Investment Proposal (the TAIP) is to set out the programme of activities that Waka Kotahi proposes for inclusion in the NLTP, to give effect to the GPS.

[4] Waka Kotahi has noted that COVID-19 has seen a significant drop in revenue in the three months to the end of June and thus, expect a similar drop in revenue during this financial year (2020-21). Importantly, COVID-19 will have an ongoing impact on travel patterns and the revenue Waka Kotahi collect and distribute through the National Land Transport Fund (NLTF) for several years.

[6] On 29 January 2020, it was announced that the NZUP will provide $478 million to build the new 6.8km four lane Tauranga Northern Link (TNL), connecting State Highway 29 Takitimu Drive through to State Highway 2 near Loop Road, west of Te Puna. The programme will also see a $455 million upgrade to State Highway 2 from west of Te Puna to Ōmokoroa to upgrade it to four lanes over 7 kilometres.

[7] Defined as improvement activities with a total anticipated cost exceeding $1 million over the duration of the activity.