19 May 2022

Regional Transport Committee

Open Minutes

Commencing: Thursday 19 May 2022, 9.30 am

Venue: Bay of Plenty Regional House Chambers, 1 Elizabeth Street, Tauranga and via Zoom (Audio Visual Meeting)

Chairperson: Cr Lyall Thurston (Bay of Plenty Regional Council)

Deputy Chairperson: Cr Jane Nees (Bay of Plenty Regional Council)

Members: Mayor Malcolm Campbell - Kawerau District Council, Deputy Mayor Faylene Tunui – Alternate, Kawerau District Council, Mayor Lyn Riesterer - Ōpōtiki District Council, David Speirs - Waka Kotahi, Angus Hodgson – Alternate, KiwiRail (non-voting)

Members (via Zoom): Mayor Garry Webber - Western Bay of Plenty District Council, Commissioner Stephen Selwood – Alternate, Tauranga City Council (partial attendance), Mayor Steve Chadwick - Rotorua Lakes Council, Cr David Moore - Alternate, Ōpōtiki District Council, Deputy Mayor Andrew Iles – Alternate, Whakatāne District Council

External Advisors: Dan Kneebone – Port of Tauranga, Glen Crowther – Environmental Sustainability Advisor, John Galbraith (via Zoom) – Freight Advisor

In Attendance: Cr Andrew von Dadelszen (via Zoom), Namouta Poutasi – General Manager, Strategy and Science, Presenters – as listed in the minutes, Amanda Namana – Committee Advisor

Apologies: Mayor Judy Turner - Whakatāne District Council, Commissioner Anne Tolley – Tauranga City Council, Helen Rogers – KiwiRail, Brent Crowe – New Zealand Police, Commissioner Selwood (for late arrival/early departure)

1. Apologies

Resolved

That the Regional Transport Committee:

1 Accepts the apologies from Mayor Judy Turner, Commissioner Anne Tolley, Helen Rogers, Brent Crowe and Commissioner Selwood (for late arrival and early departure) tendered at the meeting.

Thurston/Nees

CARRIED

2. Public Forum

None

3. Order of Business

Item 6.1 Chairperson’s report would be taken in two parts to accommodate the availability of Commissioner Selwood for Items 6.2 and 6.3.

4. Declaration of Conflicts of Interest

None declared.

5. Minutes

Minutes to be Confirmed

5.1

Regional Transport Committee Minutes - 15 March 2022

Resolved

That the Regional Transport Committee:

1 Confirms the Regional Transport Committee Minutes - 15 March 2022 as a true and correct record.

Chadwick/Nees

CARRIED

6. Reports

6.1

Chairperson's Report

Tabled Document 1 - Emissions Reduction Plan - Key Transport Targets and Goals: Objective ID A4106209

Presentation: Emissions Reduction Plan: Objective ID A4106212

Team Leader – Transport and Urban Strategy Lorraine Cheyne presented this item (via Zoom), supported by General Manager, Strategy and Science, Namouta Poutasi.

Key Points:

· Glen Crowther – Environmental Sustainability Advisor presented Tabled Document 1. This document was compiled from the table of actions in the Emissions Reduction Plan (ERP), specific to matters of interest from a Regional Transport Committee (RTC) perspective, in a more chronological sequence than the ERP

· The ERP was unique as this was the first time a whole of government approach to climate change had been reached and all core government responsibilities were woven together throughout

· The graph on ERP presentation slide four showed how each focus area had influence in the reduction of emissions over the various budgets, and demonstrated the increasing significance of the role of transport emissions reductions to the overall reduction of emissions across the three budgets.

Key Points - Members:

· The ERP needed to be analysed to ensure targets were correct at a local level and to identify if anything had been missed from a regional approach

· Expressed concern that the scrap-and-replace trial would still be beyond the means of many rural low income households and other options may need to be considered

· The focus should be on emissions reduction, not reducing vehicle kilometres.

In Response to Questions:

· As the ERP had only just become available, analysis was still underway on the document and its implications. May need to ensure the reduction of Vehicle Kilometres Travelled (VKT) work was aligned and on track. Further analysis on VKT reduction for the region and economic implications needed

· The focus for lower income households would be on the scrap-and-replace trial - it had not been specified whether this would include rural and urban households.

Item for Staff Follow Up:

· Review the ERP and analyse the implications to the Regional Transport Committee, then report back, in the interim circulate a summary.

9.30 am - Commissioner Selwood entered the meeting.

6.2

Waka Kotahi NZ Transport Agency Quarterly Update - May 2022

Presentation: Waka Kotahi NZ Transport Agency Quarterly Update: Objective ID A4108362

Director Regional Relationships David Speirs presented this item.

Key Points:

· Provided an update on the new regulatory funding model and the 30-Year Plan: Baseline Network Version (the digital tool was now operative - launched 14 March 2022)

· The Business Case Refresh was strongly informed by feedback from key stakeholders. This was principles based for developing business cases, rather than regulatory based. Urged members to view the proposed changes as input was still required and some of these needed to be tested with stakeholders

· The employment initiative launched through the New Zealand Upgrade Programme (NZUP) was proving successful

· Bilingual traffic and school signs were beginning to be rolled out across the country – the process had been made lengthy by detailed requirements of what signs can and cannot have

· The Setting of Speed Limits 2022 rule took effect today and introduced the concept of a regional speed management plan on a three year cycle, this process would be coordinated by the RTC and a Regional Speed Management Plan must be set

· Construction on the new Wairoa Road bridge would begin at the end of the month

· A challenge with Takitimu North Stage 2 was the freshwater species present along the route, which impacted the schedule

· Encouraged the public to take advantage of the Eastern Link Toll Road waiving tolls from 4-7 pm Monday to Friday for the next three weeks on westbound lanes.

Key Points - Members:

· Expressed frustration around current business case processes and hoped that having the strategic alignments would add credibility, with the amendments expediting the process.

in Response to Questions:

· For cost and practicality reasons, it was intended that bilingual signage would be rolled out nationally as new signs were required or needed replacing

· The changes to driver licencing fees was to be implemented as soon as possible

· Waka Kotahi were supportive of a circular economy and alternative resources, and were working with Tūhoe on trials for their green road concept

· Legibility of the bilingual signs was important – to ensure this, the text remained the same size and the overall size of the sign was increased.

Resolved

That the Regional Transport Committee:

1 Receives the report, Waka Kotahi NZ Transport Agency Quarterly Update - May 2022.

Speirs/Thurston

CARRIED

Decisions Required

6.3

RLTP Variation - Western Corridor Growth Management – Tauriko West DBC [Enabling Works]

Senior Transport Planner Andrew Williams presented this item (via Zoom).

Key Points - Members:

· Endorsed this variation and underlined the criticality from a provision of housing perspective

· Considered that this was an unintended consequence of focusing on emissions instead of roading to meet communities housing requirements

· Funding toward emissions reduction for public transport services would be contingent on having the services available from the beginning.

In Response to Questions:

· The majority of funding for this activity would come from Waka Kotahi, which meant a reallocation of projects across the priority list in the National Land Transport Programme (NLTP), not specifically in the Bay of Plenty.

Resolved

That the Regional Transport Committee:

1 Receives the report, RLTP Variation - Western Corridor Growth Management – Tauriko West DBC [Enabling Works];

2 Notes that the proposed variation to the Bay of Plenty Regional Land Transport Plan 2021-31 to enable the inclusion of a property phase to the activity: Western Corridor Growth Management – Tauriko West DBC [Enabling Works], triggers the Regional Land Transport Plan’s significance policy; and

3 Approves the proposed variation to the Bay of Plenty Regional Land Transport Plan 2021-31 to enable the inclusion of a property phase to the activity: Western Corridor Growth Management – Tauriko West DBC [Enabling Works], and in doing so, exercises its right to determine that the variation is non-significant for the purposes of public consultation.

Webber/Nees

CARRIED

10.38 am – Commissioner Selwood withdrew from the meeting.

10.45 am – The meeting adjourned.

11:04 am – The meeting resumed.

6.4

Chairperson's Report (Continued)

Presentation: Western Bay of Plenty Operational Road Safety Group: Objective ID A4110578

Key Points:

· Provided an update of the status of Infrastructure Acceleration Fund (IAF) applications that the RTC endorsed in December 2021:

o Ōpōtiki District Council – at a sensitive stage of negotiations, a public statement to be released soon

o Tauranga City Council – of the four applications made, two had been approved in principle subject to no negotiation (Tauriko West and Te Papa)

o Western Bay of Plenty District Council – application had progressed to the next stage for roading improvements at the State Highway (SH) 2/Ōmōkoroa intersection

o Rotorua Lakes Council – the request for stormwater infrastructure to support transport infrastructure and enable housing intensification was through to the negotiation stage

· Rotorua Lakes Council Safer Journeys Coordinator Helen van Beek provided an update (via Zoom) and video of practical driving programme initiative Driver Directions:

o (204) Driver Directions - A free course to upskill young drivers - YouTube

o This programme had evolved from a previously theory based programme, with funding from Waka Kotahi

o There were seven one-day courses held per year during school holidays, with qualified driving instructors, volunteers from the Rotary Club and NZ Police. Students attended with the caregiver teaching them to drive and the vehicle they were learning in. Covered a wide range of skills including car maintenance, cyclists and truck experiences on the road, braking safely, reversing, parallel parking and safe following distances

· Tauranga City Council Travel Safe Team Leader Sonia Lynds provided an update (via Zoom) on behalf of the Western Bay of Plenty Road Safety Group:

o Collaboration with traffic safety engineers across councils and with Waka Kotahi, NZ Police and ACC was highly valued

o Promotions were aimed toward all ages, with some focus on younger age groups, cyclists and vulnerable road/footpath users

o Two-day young drivers workshops were held over school holidays covering topics such as heavy vehicle education and driver behaviour

o Relationships with primary and secondary schools were important in keeping road safety top of mind

o There was a strong focus on cycling safety and skills for all ages.

Key Points - Members:

· Commended the work of the Drivers Direction course and the volunteers/service groups involved

· The ‘boy racer’ issue was becoming increasingly dangerous, especially in rural areas

· Expressed concern over vulnerable infrastructure and requested a submission be made by the RTC on the National Adaptation Plan.

In Response to Questions:

· There were many elements that prioritised roads within the National Adaptation Plan and different interventions being worked through.

Resolved

That the Regional Transport Committee:

1 Receives the report, Chairperson's Report.

Thurston/Nees

CARRIED

6.5

Eastern Districts and Rotorua Lake District Travel Demand Management (TDM) Programme Scoping Studies

Transport and Urban Planning Manager James Llewellyn presented this item (via Zoom).

Key Points:

· This started the process in understanding how people currently travel, particularly when they are using single occupancy cars and how this behaviour may be changed in the future

· TDM aimed to understand people’s needs in a variety of contexts including geographic, social and cultural

· TDM was also supportive of infrastructure investments and service delivery

· Scoping studies for Rotorua and Eastern Bay of Plenty had been completed, Western Bay of Plenty scoping study would be complete by the end of July 2022.

In Response to Questions:

· A prioritised implementation plan included costs and an action plan/timeframes will form next steps following the finalisation of the study

· This work was strongly supportive of all work underway through the Transport System Plan (TSP), and was intended to underpin this, rather than replace it.

Resolved

That the Regional Transport Committee:

1 Receives the report, Eastern Districts and Rotorua Lake District Travel Demand Management Programme Scoping Studies;

2 Receives the draft Travel Demand Management Scoping Studies for the Eastern Districts and Rotorua Lakes District

(a) Notes that a partner prioritised implementation plan will be prepared to be considered through respective organisations decision making processes;

(b) Notes that once the implementation plan is completed, further consideration of implementation activities will occur through future annual plan and long term plan processes;

3 Notes that the Western Bay Scoping Study is underway; and

4 Agrees that the Travel Demand Management programme is within the scope of the Committee’s Terms of Reference.

Chadwick/Riesterer

CARRIED

6.6

New Zealand Freight and Supply Chain Issues Paper

Presentation: NZ Freight and Supply Chain Issues Paper: Objective ID A4106286

Senior Transport Planner Matthew Kilpatrick presented this item (via Zoom).

Key Points:

· The Port of Tauranga was the key driver of freight activity and goods movement, and the largest export port in New Zealand

· Annual traffic volumes in Tauranga had increased by 8%, impacting the movement of freight and goods on key corridors.

Key Points - Members:

· More updated information was available from the Port of Tauranga Annual Report June 2021. Noted that coastal shipping was less restrictive than that stated on Page 212 of the agenda

· An important part of reducing CO2 emissions for the Port was for the planned berth extension to occur, which would allow larger vessels and the implementation of electric cranes

· Important to note that a central government decision around the future of the Ports of Auckland was due to be made in 2023

· Freight movements in the region would continue to increase and understanding resilience on road and coastal shipping networks was fundamental

· Raised the importance of the East Coast Main Trunk as a key issue for strategic investment that needed to be made sooner rather than later.

Items for Staff Follow Up:

· Seek Port of Tauranga input into the submission prior to finalisation.

Resolved

That the Regional Transport Committee:

1 Receives the report, New Zealand Freight and Supply Chain Issues Paper;

2 Endorses the formal submission attached which outlines a general support on the paper, including the following amendments:

· Emphasise the importance of the Port of Tauranga;

· Link the Rail Network Investment Programme and rail opportunities including electrification;

· Ensuring route security and the impact of road safety, and

· Link to Ōpōtiki Harbour Transformation and Kawerau Inland Terminal;

3 Delegates authority to the Chair to sign off the final amended version of the submission.

Webber/Chadwick

CARRIED

Information Only

6.7

Draft Regional Public Transport Plan

Transport and Urban Planning Manager James Llewellyn presented this item.

In Response to Questions:

· The Regional Public Transport Plan set the long term vision and policies for public transport across the region in the next ten years. Various sub-regional partnerships (e.g. TSP) would then take this work and establish how the policies would be implemented - business cases, network refreshes etc

· Any business case that came through the TSP would have a strategic case associated with it, which would be cognisant of all existing policies at a national, regional and local level, therefore providing sufficient opportunity for consistency to be delivered through the process.

Resolved

That the Regional Transport Committee:

1 Receives the report, Draft Regional Public Transport Plan;

2 Notes that the draft document has been developed in a manner consistent with the broader transport policy direction in the Bay of Plenty Regional Land Transport Plan 2021-31.

Thurston/Nees

CARRIED

Verbal Update Opportunity from Committee Members and Advisors

Key Points:

Glen Crowther – Environmental Sustainability Advisor

· A key contextual issue in the ERP was that although it presented a significant change with a broad scope, internationally it did not measure up.

Mayor Riesterer – Ōpōtiki District Council

· Noted that the population of Ōpōtiki was now over 10,000, a recognisable milestone.

Mayor Campbell and Deputy Mayor Faylene Tunui – Kawerau District Council

· Were still waiting for 70 km/hr signs requested for SH34 through Kawerau district

· Raised an issue with the new two-lane roundabout where irresponsible drivers were attempting to race trucks around it

· Encouraged by the driver safety operations in Rotorua and Western Bay of Plenty

· Highlighted the increasing need for another bridge in Whakatāne

· The TDM did not take into consideration the movement of people in and out of Kawerau and were interested in discovering how, why and where from/to that people were travelling

· Requested further input into the TDM and discussions with Kawerau DC staff and Councillors prior to finalising.

Deputy Mayor Andrew Iles – Whakatāne District Council

· Route security was vital for freight traffic travelling through the Eastern Bay of Plenty and the deterioration of highways was significant, with surface repairs not addressing the issues.

Mayor Chadwick – Rotorua Lakes Council

· Advised of another new product for a circular economy – crushed glass which could be used for pathways etc. A trial was underway and these types of options should be considered

· Commended the driver licensing affordability changes as having a license was a passport to work and wellbeing for young people in rural areas

Cr Nees – Bay of Plenty Regional Council

· Acknowledged the new Trust set up which Deputy Mayor Iles was involved with, and the positive rural transport options being considered

· Consultation continued on the Rotorua Network Refresh

· On-demand trial in Tauranga was being rescoped and expected to be returned to the Public Transport Committee in September 2022

· A bus decarbonisation feasibility study was underway

· There was funding in the Annual Plan for a Bay of Plenty transport reduction plan, which would be assisted by some of the TDM work

· Free fare trials for youth had been reduced to only on school days/around school hours to address antisocial behaviour issues in the Tauranga bus network. A wider taskforce approach had also been suggested.

12.37 pm – the meeting closed.

Confirmed

Cr Lyall Thurston

Chairperson, Regional Transport Committee



Report To:	Regional Transport Committee
Meeting Date:	19 September 2022
Report Authoriser:	Namouta Poutasi

Chairperson's Report

Executive Summary

This report provides an update on matters of potential interest to RTC members:

· Government Policy Statement on Land Transport 2024-2027

· Consultation on Sub-regional VKT targets

· The next steps for the Regional Land Transport Plan 2024

· An Update on the Infrastructure Acceleration Fund requests supported by RTC for Western Bay of Plenty District Council and Rotorua Lakes District Council.

· Transport and Infrastructure Committee Inquiry into Inter-regional Passenger Rail

· RTC Highlights from the triennium

· Regional Road Safety Update

Recommendations

That the Regional Transport Committee:

1 Receives the report, Chairperson's Report.

1. Purpose

The purpose of this report is to provide RTC members with a summary of topical matters of potential interest in relation to regional transport planning. As this is the last meeting of the current RTC some of the key achievements of the Committee over the triennium are also highlighted in the report.

2. Matters of Potential Interest

2.1 Government Policy Statement on Land Transport 2024-2027

Following notification of the indicative timeframe for development of the 2024-27 National Land Transport Programme in May 2022, the Ministry of Transport is now seeking feedback on stakeholder’s previous experience with the GPS prior to issuing a draft GPS 2024-2027 for public consultation in early 2023 (expected February). The following diagram outlines how activities across a wide range of government priorities play into the development of the GPS Land Transport.

Figure 1: Showing the integration of the development of the GPS across the wider government outcomes

It should also be noted that the GPS will be adopted in draft before the 2023 general election with the final GPS being adopted by the incoming government.

The Minister has indicated that he sees five key priorities for GPS 2024 – this is a new priority, Resilience, being added to Maintenance, Safety, Emissions Reduction, Urban Growth (and an integrated Freight System).

In the development of the GPS there are seven workstreams:

• Strategic Priorities: looking at how the priorities are modelled within GPS; how they are defined and whether or not they are equally weighted;

• Emissions Reduction Plan: this is of high importance to government, and something that has whole of GPS implications;

• Funding and Financing: looking at how the GPS24 be funded, including the future of the revenue system/GPS relations. This is of particular interest due to the reliance of land transport funding on fuel excise taxes, but the ERP focus on decarbonising transport;

• Design of the GPS: in the current dynamic transport planning and funding environment the government is looking at how the GPS can provide long term direction beyond its usual three-year lifespan, including how the GPS can signal longer-term changes to the transport system before they are needed;

• Monitoring and Value For money: providing a clear link between the delivered NLTP and the strategic aims of the GPS especially as costs increase acknowledgement that the importance of VFM increases.

• Engagement: is undertaken with Councils, interest groups, stakeholders, and exploring engagement with Māori; and

• Ministerial engagement.

Sector consultation is currently around the ensuring that the next GPS guides investment that is consistent with the Emissions Reduction Plan. Noting, however, that the detail of the Emissions Reduction Plan for transport are only being developed. With regard to transport emissions reduction, the Minister has signalled that the GPS will:

• Develop a strong evidence base to inform transport decarbonisation and an equitable transition, and to ensure actions taken are effective within the Aotearoa context.

• Embed long-term transport planning to give greater confidence that we are on the right path to eliminate emissions and achieve other goals.

• Provide people and businesses with information and education to support behaviour change as we transition to a low-carbon economy.

• Develop the skills and capability required to transition to a low-emissions transport system and support an equitable transition

The draft GPS is expected in February- March 2023. As noted above consultation is underway currently through the Transport Special Interest Group, and Regional Council has indicated that its interest to be involved in that consultation.

2.2 Sub-Regional VKT Reduction Targets

In May the Government released its Emissions Reduction Plan (ERP) and with that signalled the requirement for sub-regional Vehicle Kilometres Travelled (VKT) targets.

The sub-regional VKT targets are a key mechanism for delivering transport emissions reductions in line the ERP. Sub-regional VKT targets are being set for the light vehicle fleets of Tier 1 and 2 Urban environments across the country,

The following table shows the proposed VKT reduction target for Tauranga (Tier 1, includes parts of Western Bay of Plenty District) and Rotorua (Tier 2), with some comparative city information.

Figure 2: Proposed Sub-regional VKT targets for selected cities

Tier	Tier area	Territorial Local Authority	2035 Baseline % change against 2019 Benchmark	2035 Target % change against 2019 Benchmark	2035 Target % change against 2035 Baseline	2035 VKT target value (mil km)
1	Auckland	Auckland	30%	-8%	-29%	13,278
1	Christchurch	Christchurch City	27%	-2%	-23%	4,279
1	Wellington	Wellington City	19%	-16%	-29%	2,876
1	Tauranga	Tauranga City	29%	-1%	-23%	1,517
1	Tauranga	Western Bay of Plenty District
1	Hamilton	Hamilton City	32%	2%	-23%	2,755
2	Whangarei	Whangarei District	23%	8%	-12%	832
2	Rotorua	Rotorua District	17%	2%	-12%	572

While Ministry of Transport sort feedback in August, due to the constrained timeline it is not considered that there will be significant change to the sub-regional VKT targets for the light vehicle fleet as proposed.

More information on the implications of the sub-regional VKT targets for Regional Council’s Transport Emissions Plan (pathway) is provided in a full report later in this agenda.

2.3 Next Steps for the Regional Land Transport Plan 2024-2027

A detailed guidance document has recently been issued by the Transport Special Interest Group (TSIG) in partnership with Waka Kotahi. Regional Council staff are reviewing the RLTP 2021-2024 document in light of this guidance and the recently released Emissions Reduction Plan and National Adaptation Plan.

The first meeting of the Regional Transport Committee meeting in 2023 will include a full discussion on:

· the strategic context section of the draft 2024-2027 RLTP, including problem statements and 10-year priorities.

· the draft Government Policy Statement 2024-2027

Following this, development of the RLTP 2024-2027 will be a regular update and discussion topic for the Regional Transport Committee, supported by the Regional Advisory Group and council staff.

2.4 Infrastructure Acceleration Fund Update

The Infrastructure Acceleration Fund is a key component of the government $3.8 billion Housing Infrastructure Fund announced in early 2021. A contestable fund of $1 billion, expressions of interest were sought in June 2021. Kāinga Ora received over 200 proposals in August 2021, which in total sought funding of more than $5 billion. Shortlisted applications were announced in May 2022 and these were required to complete detailed proposals in July 2022.

The RTC supported applications to that fund by Tauranga City Council, Western Bay of Plenty District Council, Rotorua Lakes District Council and Ōpōtiki Dsitrict Council. The Bay of Plenty performed well in this first stage with projects totalling $123 million making it through to the detailed negotiation stage.

On 21 July Minister Woods announced the first seven successful applications. In the Bay of Plenty, these included applications by Western Bay of Plenty District Council and Rotorua Lakes Council, as set out below.

Negotiations are anticipated to conclude in October 2022 followed by Ministerial decisions and announcements

2.4.1 Western Bay of Plenty District Council

State Highway 2 – Omokoroa Interchange

In July Western Bay of Plenty District released news that Ōmokoroa Road Intersection will be upgraded with $38M funding allocated from Kāinga Ora and the Government’s Infrastructure Acceleration Fund. Waka Kotahi is contributing $5m to the project (funding available during the 2024-27 NLTP), plus land. The proposal is a 10-year solution until funding is available to build a full interchange (part of Takitimu North Link Stage Two).

Link to WBOPDC media release: https://www.westernbay.govt.nz/council/news-and-updates/news?item=id:2itdddn6z17q9s2undpc

SH2 Ōmokoroa to Te Puna Safety Improvements

Additional to the Ōmokoroa Interchange project, Waka Kotahi has reviewed previous investigations into online safety and accessibility upgrades for SH2 between Te Puna and Ōmokoroa with the intention of designing and delivering safety improvements on the existing corridor (subject to funding) within the 2021-24 National Land Transport Programme. This section of road has been included as a variation into the Regional Land Transport Plan.

Recommendations of the review include improvements to the Ōmokoroa Road Intersection (progressing separately with WBOPDC following allocation of IAF funding), new Intersection Speed Zones at Barrett/Plummers Roads and Snodgrass/Te Puna Quarry Roads, and wide centreline and full reseal across 4.8km of the corridor.

An application for funding as part of the Road to Zero programme has been submitted, to progress to pre-implementation phase. This is subject to prioritisation and scheduling and further updates are likely late 2022.

2.4.2 Rotorua Lakes Council

Rotorua Lakes Council received $84.6 million stormwater solutions in Central and Western areas of Rotorua, including reserves and green spaces up through the Utuhina and Mangakakahi Streams. With the help of developer partners such as Watchman Capital Limited, Rotorua Lakes Council expects this infrastructure to enable over 3,000 dwellings, and to reduce the timeframe for completion of new development from thirty years to seven years.

2.5 Transport and Infrastructure Committee Enquiry into Interregional Passenger Rail

The Transport and Infrastructure Committee has opened an inquiry into the future of inter-regional passenger rail in New Zealand. The aim of the inquiry is to find out what the future might hold for inter-regional passenger rail in New Zealand. The Terms of Reference for the inquiry are as follows:

1. Investigating possibilities and viability of passenger rail in underserved communities, those with prior rail links that have been disestablished, and those currently advocating for improved rail links;

2. Gaining insights into viability of passenger rail sitting alongside KiwiRail’s freight network;

3. Evaluating existing inter-regional passenger rail, such as the Capital Connection, and how these services work between local and regional councils and central government;

4. Gaining insights into the integration of regional rail into existing local public transport networks;

5. Investigating the climate and emissions reductions possibilities of passenger rail, and how this links to VKT (vehicle kilometres travelled) reduction targets in the Emissions Reduction Plan, and including electrification between regions; and

6. Investigating potential rail expansions and investments in specific areas, such as Tauranga (following a recent report on the re-introduction of passenger rail) and the Lower North Island (following a business case funded at Budget 2021).

The ToR specifically identifies Tauranga and the Making Rail Work report, which is a community-proposal to investigate inter-regional passenger rail to Hamilton and ultimately Auckland. Following a recent submission to the Regional Public Transport Plan (RPTP), staff will be considering how to respond to the inquiry and potential future work to assist with the inter-regional rail investigation. Existing public transport business cases, such as that for the Tauranga CBD interchange, will be considering how to future proof integration with a passenger rail station.

2.6 Transport Choices Package – Waka Kotahi

The New Zealand Government has funded the Transport Choices Package from the Climate Emergency Response Fund. $350m has been allocated over two years (to mid-2024) to design and implement the package.

The scheme is looking to make a concentrated impact across specific locations to improve travel choices and reduce emissions. The focus is on infrastructure which can be delivered quickly and not the funding of services.

BOPRC staff submitted for funding to cover two projects, being ancillary bus-stops at key locations in Rotorua to augment the Rotorua Network Refresh roll-out, and in vehicle Real Time Information for the Western Bay Network fleet.

2.7 Highlights from the 2019-2022 Triennium

Section 105(1) of the Land Transport Management Act 2003 requires every regional council to establish a Regional Transport Committee for its region, as soon as practicable after each triennial election. The COVID-19 pandemic provided an over-arching background to the triennium, creating, at times, a very a challenging environment for the both the Committee and for the local government transport sector.

However, as we come to the end of the 2019-2022 Triennium, and reflect back on the period, we acknowledge that throughout the RTC continued to function, both with a continuous meeting schedule, and in delivering milestone achievements over this period. The following highlights over the Triennium are in no particular order:

Key Highlights	Comments
Established the Operational Western Bay Road Safety Group	Recognising the role of the RTC in relation to regional road safety matters, established the Western Bay Road Group in February 2020.
Endorsement of Mode Shift Plans and draft Travel Demand Management scoping work.	Endorsement of the Bay of Plenty Mode Shift Plan; Western Bay of Plenty (August 2020) and Rotorua Lakes Section (September 2021) developed in conjunction with Waka Kotahi. Completion of draft Travel Demand Management Programme Scoping Studies for the Eastern Districts and Rotorua Lakes Councils.
The appointment of two new external advisors to the Committee	· NZ Automobile Association representative as an external advisor to the Committee, late 2020 · KiwiRail representation on the Committee, as a non-voting member, late 2021.
The development, approval and recommendation to Regional Council of the Bay of Plenty Regional Land Transport Plan 2021, endorsed by the Committee in June 2021.	The Bay of Plenty Regional Land Transport Plan 2021-2031 (RLTP) was endorsed by the Regional Transport Committee (RTC) on 9 June 2021. The process included: · Two RTC workshops; · Adoption of the draft Regional Land Transport Plan 2021 and consultation document on 9 February 2021; · Public consultation on the draft RLTP attracted significant community interest including 49 written submissions, raising some 250 individual points of feedback and 12 parties wishing to be heard; · Hearings of submissions over two days of hearings, and deliberations; · Recommended to Regional Council, which was approved on 26 June 2021, and submitted to the NZ Transport Agency. · Post adoption; the RTC completed an independent review of what Takitimu North Link Stage 2 was not included in the RLTP 2021-31, which found that the consideration had been professional and the decision was reasonable, based on sound advice.
Submissions on national land transport policy and planning proposals,	Submissions, letters and petitions including: · Waka Kotahi’s Arataki Lond Term Vision · Draft Government Policy Statement 2021 · Draft New Zealand Rail Plan · Land Transport Rule – Setting of Speed Limits 2021 · Letters of support for Tauranga City Council, Rotorua Lakes Council, and Western Bay of Plenty and Ōpōtiki District Council Infrastructure Acceleration Fund (IAF) applications. · New Zealand Freight and Supply Chain Issues · ReShaping Streets – Ministry of Transport’s new ‘streets layouts’ land transport rule.
Monitoring implementation of the Regional Land Transport Plan.	Including: · Variations to the RLTP to 2018 to include the the Bay of Plenty Transport Economic Stimulus Package and the Rotorua Public Transport Strategic Review · The development and reporting of the Annual Report Card (2019/2020) and the transition to the dashboard monitoring to streamline Report Card processes and presentation of the RLTP 2021-31 Key Performance Indicators. · Independent Review of why Takitimu North Link Stage 2 was not included in the RLTP 2021-31 · Variations to the RLTP 2021-31 for SH2 Waihi to Ōmokoroa (Katikati-Ōmokoroa); SH2 Ōmokoroa to Te Puna; SH33 Te Ngae Junction to Paengaroa TNJ and corridor safety improvements; Activity management Plans; Tauriko West Enabling works; and the Western Bay of Plenty System Plan’s activity management and the UFTI monitoring framework.
Meeting with Ministers	· Meeting with Minister Twyford on 8 May 2020 · Meeting with Minister Wood 14 September 2021 · Meeting with Minister Michael Wood 22 February 2022

2.8 Regional Road Safety Education and Promotion

Each of the sub regional road safety clusters work with various road safety partners to deliver programmes targeting road safety issues. Attachment 1 includes an update on progress in each area.

Attachments

Attachment 1 - Road safety and promotion update from sub-regions ⇩



Report To:	Regional Transport Committee
Meeting Date:	19 September 2022
Report Writer:	Andrew Williams, Senior Transport Planner
Report Authoriser:	Namouta Poutasi, General Manager, Strategy & Science
Purpose:	To enable two non-significant variations to the Regional Land Transport Plan 2021-31.

Regional Land Transport Plan - Variations

Executive Summary

The Regional Transport Committee has received the following variation requests:

1. Western Bay of Plenty Transport System Plan Programme management. The variation intends to support the efficient management of the WBOP-TSP programme – and the activities within it that are included in the RLTP 2021-31.

2. Urban Form and Transport Initiative monitoring framework. The variation intends to enable the UFTI programme, and its intended outcomes, to be appropriately monitored.

Both variations are deemed, by the Regional Land Transport Plan’s 2021-31 (RLTP) significance policy, to be non-significant for the purpose of consultation. Additionally, and in accordance with the RLTP 2021-31, the Regional Advisory Group has considered the variation requests and recommends they are approved by the Committee in accordance with its delegated authority.

Supporting documents for each of the proposed variations with further details, and an assessment against the RLTP 2021-31, are included as attachments.

Recommendations

That the Regional Transport Committee:

1 Receives the report, Regional Land Transport Plan - Variations

2 Approves the following two variations to the Bay of Plenty Regional Land Transport Plan 2021-31:

(a) Western Bay of Plenty Transport System Plan programme management; and

(b) Urban Form and Transport Initiative monitoring framework.

3 Notes that neither of the proposed variations trigger the Regional Land Transport Plan 2021-31 significance policy and both variations can be classified as non-significant for the purpose of consultation.

1. Background

Section 18D of the Land Transport Management Act enables the Regional Transport Committee (RTC) to prepare a variation to the Regional Land Transport Plan (RLTP) if good reason exists for doing so. A variation provides an opportunity for funding via the National Land Transport Plan (NLTP) and may be prepared at the request of an Approved Organisation or Waka Kotahi.

Public consultation is not required for any variation that is deemed non-significant; or arises from the declaration or revocation of a state highway.

The RTC has the delegated authority to approve non-significant variations to the RLTP. In accordance with the RLTP, the Regional Advisory Group (RAG)[1] has considered the variation requests herein and recommends that they are all approved by the Committee in accordance with its delegated authority. Subsequently, this report seeks the approval from the RTC to approve the following two non-significant variations to the RLTP:

1. Western Bay of Plenty Transport System Plan (WBOP-TSP) programme management; and

2. Urban Form and Transport Initiative (UFTI) monitoring framework.

2. Variation requests

Notably, the two non-significant variations are for programmes of work that are already partially contained within the RLTP 2021-31. However, each variation is considered necessary as it requests the following changes to ensure delivery:

1. The WBOP-TSP management variation will enable the efficient management of the WBOP-TSP programme – and the activities within it that are included in the RLTP 2021-31 – while supporting a funding allocation to achieve such effective management; and

2. The UFTI monitoring framework variation will enable the UFTI programme, and its intended outcomes, to be appropriately monitored while enabling the funding of such monitoring.

Each of the proposed variation requests are outlined briefly, below. However, in addition, for each variation a supporting document is provided as are included as Attachments 1 and 2 with further details. This information should be referenced alongside this report.

2.1 Western Bay of Plenty Transport System Plan programme management

The WBOP-TSP is the programme which delivers the implementation of changes, additions, and improvements to the transport network throughout the Western Bay of Plenty.

At the time of the RLTP submission, the WBOP-TSP partners were still working through how to best structure funding for the ongoing management of the WBOP-TSP. The partners have now agreed that the best way to structure the WBOP-TSP’s programme management is through the establishment of a distinct activity within the Investment Management Activity Class of the RLTP.

This variation request applies to the ongoing programme management and operation of the WBOP-TSP as a programme. It does not apply to the activity level business case projects contained within the WBOP-TSP programme itself which have been submitted via the RLTP and approved for 2021-2024 National Land Transport Fund (NLTF) investment.

The expected total cost of this variation to the NLTF is $790,000. This to be distributed over the current NLTP with $405,000 in 2022/23 and the remaining $385,000 in year 2023/24. This funding will be provided through the Investment Management Activity Class.

2.2 Urban Form and Transport Initiative monitoring framework

SmartGrowth has developed a Key Performance Indicator (KPI) monitoring framework to help the partnership understand changes over time for key metrics in the Western Bay of Plenty subregion, such as housing supply and affordability, accessibility and emissions.

Establishing the first stage of the monitoring framework and dashboard was funded by the SmartGrowth partnership during the 2021-22 Financial Year.

This variation requests an amendment to the 2021-31 RLTP to include the UFTI monitoring framework for funding through the NLTF. This request would enable co investment from the NLTF in annual and/or biannual updates to the dashboard and reporting to SmartGrowth partners.

The expected total cost of this variation is approximately $100,000 (approximately $50,000 per annum) for the 2021-31 NLTP under the Investment Management Activity Class.

1. Considerations

1. Risks and Mitigations

There are no significant risks associated with the proposed variations. Both variations have been assessed against the RLTP 2021-31 significance policy, and it has been confirmed through this process that the variations are deemed to be non-significant.

2. Climate Change

The proposed variations will enable the appropriate funding allocation for local authorities to fund two local transportation projects. It is noted that both UFTI and the WBOP-TSP have programmes of work that support mitigating and adapting to climate change, and therefore, the variation requests associated with these two programmes will support the delivery of activities that intend to support climate change outcomes.

3. Implications for Māori

Improving local transportation networks through the proposed variations will support all network users, including Māori. Māori are beneficiaries of the programmes of work supported by UFTI and the WBOP-TSP.

4. Community Engagement

An assessment against the RLTPs significance policy is included with each of the variations assessments at Attachment 1 and 2. The variations have been assessed against the RLTPs significance policy and are deemed to be non-significant and therefore public consultation is not required.

Notably, both of the variations are for activities that were included in the RLTP 2021-31 when it went through consultation and before its submission to Waka Kotahi. Both of the variations have therefore been through extensive levels of consultation at the time of the RLTP 2021-31 development.

5. Alignment with Strategic Framework

The two variations outlined, and the RLTP 2021-31 programme, directly contributes to the Vibrant Region Community Outcome in the Council’s Long-Term Plan 2021-2031.

2. Financial Implications

Please refer to the details included at Attachments 1 and 2.

3. Next Steps

If the Committee agrees to include the variations into the RLTP 2021-31, then the respective administrative and funding alterations will be undertaken.

Attachments

Attachment 1 - WBOP-TSP Management - Variation Request ⇩

Attachment 2 - UFTI Monitoring Framework - Variation Request ⇩



Report To:	Regional Transport Committee
Meeting Date:	19 September 2022
Report Writer:	Andrew Williams, Senior Transport Planner
Report Authoriser:	Namouta Poutasi, General Manager, Strategy & Science
Purpose:	Endorsement of the final Rotorua and Eastern Bay Travel Demand Management Scoping Studies.

Final Eastern Districts and Rotorua Lakes District Travel Demand Management Programme Scoping Studies

Executive Summary

The Regional Land Transport Plan 2021-31 includes a commitment to undertake a Travel Demand Management and Behaviour Change (TDM) programme. The TDM programme is intended to introduce a series of travel initiatives to reduce travel demand and reduce the negative impacts of road transport while increasing travel choices.

As part of this programme, the Eastern Districts and Rotorua Scoping Studies have been completed. These studies lay the foundations for advancing the TDM programme within each of the sub-regions. Draft versions of these two studies were provided to the Regional Transport Committee at its May 2022 meeting, and at the time, the Committee requested minor changes to the reports before they could be endorsed as final. Subsequently, these changes have been made and the reports are now provided to the Committee to endorse as final.

The Scoping Study for the western Bay sub-region has been completed and will be reported to the western bay Transport Systems Governance Group in October 2022, before being reported to Committee in the new triennium.

Once all three Scoping Studies have been completed and endorsed by the Committee, staff will be working with partners, including territorial local authorities and Waka Kotahi, to advance the programme towards funding and deliverability.

Recommendations

That the Regional Transport Committee:

1 Receives the report, Final Eastern Districts and Rotorua Lakes District Travel Demand Management Programme Scoping Studies;

2 Endorses the final Eastern Districts and Rotorua Lake District Travel Demand Management Programme Scoping Studies; and

3 Notes the changes made to the draft Scoping Studies, as requested by the Committee at its 19 May 2022 meeting.

1. Background

Travel Demand Management (TDM) includes any initiative that modifies travel decisions to reduce the demand for travel and reduce the negative impacts of road transport while increasing travel choices. A well-functioning TDM programme maximises the efficient operation of existing transport networks whilst providing the catalyst for innovative transport solutions. As a strategic intervention, TDM should influence land use and growth decisions and support mode shift aspirations.

The Scoping Studies for the Rotorua and Eastern Bay Districts are now final, and both are attached. These reports provide a list of recommendations to support the progression of TDM within each sub-region and is supported by a proposed three-year programme for each district – these are attached at the rear of the two Scoping Studies.

The three-year programmes are indicative and are intended to be implemented in a manner commensurate with resourcing available or secured through Council and government funding processes and allocations. Consequently, staff will be working with each of the Council’s within the region to further refine the programmes to understand what can be achieved and how budgets are afforded to them via various funding sources.

2. Changes to the Eastern Bay and Rotorua Scoping Studies

At the previous Regional Transport Committee (RTC) meeting in May 2022, the Committee were provided with draft versions of the two Scoping Studies. The primary change was, at this early stage, to remove the indicative funding responsibilities and allocations, and the associated resources required for delivery. Other minor editorial amendments were made as requested by Council’s at a staff level. Such requests have been made and are reflected in the final Scoping Documents, included as attachments.

Subsequently, it is now recommended that the Committee endorses the final documents. Finalising the two reports will support advancing the TDM programme towards funding and deliverability.

3. Considerations

3.1 Risks and Mitigations

As reported to the RTC in May, the three-year programmes for TDM in the Eastern Bay sub-region and Rotorua Lakes District. Attached to this report is a comprehensive long-list of activities, which needs to be further rationalised in terms of deliverability.

As part of the next steps of the TDM programme, staff will be working with each Council to further refine the programmes to understand what can be achieved and how budgets are afforded to them via various funding sources.

As the programme develops, the RTC will be briefed on progress.

3.2 Climate Change

TDM interventions support reduced use of single occupant vehicles and help promote the uptake of non-vehicle modes, such as cycling and walking. The interventions listed will assist in achieving reduced carbon emissions and increasing mode share within the transport sector.

3.3 Implications for Māori

The Scoping Studies include consideration of how TDM can reduce travels costs and support the Maori economy and increase accessibility and equitable transport choices for all.

3.4 Community Engagement

Projects and initiatives arising from the Scoping Studies would be consulted on as part of Annual and Long-Term Plans when appropriate. Travel Demand Management outcomes will also inform the selection of activities in RLTP 2024-34

3.5 Alignment with Strategic Framework

This item directly contributes to the Vibrant Region Community Outcome in the Council’s Long-Term Plan 2021-2031. Furthermore, there is close alignment to the objectives identified within the 2021-24 Regional Land Transport Plan, and its programme of work.

3.6 Financial Implications

There are no material unbudgeted financial implications and this fits within the allocated budget. Further discussions on delivery of TDM programmes, and the associated financial implications are to commence as the programme advances.

4. Next Steps

Initiatives identified within the Scoping Studies will now be considered further and funding discussions will continue with partners, including territorial local authorities, and Waka Kotahi.

Attachments

Attachment 1 - Rotorua Lakes TDM Scoping Study - Final ⇩

Attachment 2 - Eastern Districts TDM Scoping Study - Final ⇩



Report To:	Regional Transport Committee
Meeting Date:	19 September 2022
Report Writer:	Matthew Kilpatrick, Senior Transport Planner
Report Authoriser:	Namouta Poutasi, General Manager, Strategy & Science
Purpose:	Reshaping Streets

Reshaping Streets

Executive Summary

Waka Kotahi is currently consulting on ‘Reshaping Streets’ between 9 August – 19 September 2022.

Reshaping Streets proposes changes to legislation to make it easier for local authorities (like councils) to make street changes that support public transport, active travel and placemaking. These proposals would enable local authorities to make street changes more efficiently and provide new ways for communities to be involved in changes that affect them.

Endorsement is sought to provide general support on ‘Reshaping Streets’ in the submission attached. Reshaping Streets provides broad benefits to Road Controlling Authorities (RCAs), organisations and the wider community.

Recommendations

That the Regional Transport Committee:

1 Receives the report, Reshaping Streets;

2 Endorses the report and attached submission providing general support for Waka Kotahi’s ‘Reshaping Streets’.

1. Background

Waka Kotahi is currently consulting on ‘Reshaping Streets’ between 9 August – 19 September 2022.

The key regulatory changes under Reshaping Streets are outlined below:

· A new a new ‘Street Layouts’ land transport rule for local authorities, as road controlling authorities (RCAs), to use for changing street layouts, piloting street changes, restricting vehicles, establishing Community Streets and School Streets, and for deciding on other street changes

· amending sections in the Local Government Act 1974 (LGA1974) covering pedestrian malls (pedestrian priority streets), transport shelters (like bus shelters), and temporary road closures

· changes to other rules and regulations so that local authorities can reduce speed limits as part of pilots, trial Traffic Control Devices (TCDs) more effectively, and to make legislation more accessible.

Reshaping Streets shows good alignment with the Bay of Plenty Regional Land Transport Plan 2021 (RLTP) transport objectives including:

· Transport Objective 1 – reducing road deaths and serious injuries

· Transport Objective 2 - environmental sustainability

· Transport Objective 3 - Improving multimodal access and choice.

The operative Regional Public Transport Plan (2019) also highlights some consistencies with Reshaping Streets. This includes the integration of public transport and active mode infrastructure and facilities, and to advocate for the development or improvement of facilities with territorial authorities wherever possible. The powers given to RCAs under Reshaping Streets will help achieve this.

2. RCA Comment on Reshaping Streets

Legislative changes of Reshaping Streets will enhance the powers of our Region’s RCA’s. Current legislation makes attempting street changes challenging alongside the existing lack of ‘social license to operate’ from the community.

Reshaping Streets will enable RCAs to make street changes without the associated risks and costs of delivering more permanent solutions through capital projects. This way, RCAs can gain increased social license to operate from the community prior to considering more permanent solutions.

RCAs were contacted on behalf of the Regional Transport Committee to provide a brief comment on Reshaping Streets. Table 1 below summarises whether or not the RCA supports Reshaping Street, and any areas of support for the regulatory changes.

Table 1: RCA Comment on Reshaping Streets

Road Controlling Authority (RCA)	In Support (Yes / No)	Key Areas of Support
Tauranga City Council	Yes	· Full general support
Western Bay District Council	No comment
Rotorua Lakes Council	No comment	· Full general support
Whakatāne District Council	Yes	· Full general support · Legislation is enabling for Council · Any negative consequences will only arise from how new powers by each individual RCA
Ōpōtiki District Council	No comment
Kawerau District Council	No comment
Waka Kotahi NZ Transport Agency	No comment	· Waka Kotahi led changes

Some RCAs may provide further detailed comment on Reshaping Streets through a formal submission via Waka Kotahi’s consultation website: Reshaping Streets | Waka Kotahi NZ Transport Agency (nzta.govt.nz)

3. RTC Comment on Key Regulatory Changes

3.1 Piloting Street Changes

Reshaping Streets proposed regulatory changes 1A – 1F provide new powers and requirements for RCAs when installing pilots. Local authorities currently rely on Schedule 10, section 11(b) of the LGA 1974, which does not support pilots, their duration, or the ability to make changes more permanent in future. Pilots include street changes such as:

§ Extending or widening footpaths / shared paths

§ New bus lanes, cycle lanes

§ Removing / reconfiguring on-street parking

§ Traffic calming e.g., speed bumps

§ Creating shared zones

The proposed changes are:

1A - Provide RCAs with new powers and requirements to install pilots, and set requirements for how to install them

1B - Enable pilots to be used as a form of consultation, with feedback collected during the pilot used to consider whether to make street changes permanent

1C - Enable pilots to be installed for up to two years

1D - Amend the LGA1974 to make it clear that RCAs should not use the provision for ‘experimental diversions’ when piloting street changes

1E - Allow RCAs to lower the speed limit to support a pilot, in areas with a posted speed limit under 60km/h, during the pilot

1F - Update rules for trialling Traffic Control Devices (TCDs) e.g., speed humps, so that RCAs can trial TCDs as part of pilots and choose how they notify people about TCD trials.

It is recommended that the RTC support the proposed pilot street changes stated above. These changes will enable RCAs to trial temporary changes to improve public transport, active travel and placemaking outcomes.

3.2 Filtering and Restricting Traffic

Reshaping Streets regulatory changes 2A-2D provide RCAs with new powers to filter and restrict traffic. RCAs are becoming increasingly interested in tools to encourage walking, cycling, riding devices, or taking public transport. Current legislation under LGA 1974 is outdated and limits RCAs in closing streets for the benefit of pedestrians, active transport and placemaking.

“Local authorities can construct any facilities on the road 'for the safety, health, or convenience of the public, or for the control of traffic or the enforcement of traffic laws' but only if these facilities will not, in the opinion of the council, 'unduly impede vehicular traffic entering or using the road.”

The proposed changes are:

2A - Enable RCAs to install modal filters if the objects they use are safe

2B - Ensure legislation provides clear powers to filter traffic, by removing the requirement in the LGA1974 that facilities built on roads cannot, in the opinion of a council, “unduly impede vehicular traffic entering or using the road”

2C - Enable RCAs to restrict or prohibit the use of some or all motor vehicles on specified roadways to support public transport use, active travel, health and safety, emissions reductions, and/or to create public spaces that promote community well-being

2D - Provide RCAs with an explicit power to install TCDs.

It is recommended that the RTC supports the proposed filtering and restricting changes stated above.

3.3 School Streets

Reshaping Streets regulatory change 3A establishes powers and requirements for RCAs to create School Streets in partnership with local schools. School Streets make it safer to travel to and from school, by restricting motorised traffic on streets outside schools, or nearby, during student drop-off and pick-up times. There is currently no clear process for establishing school streets.

It is recommended that the RTC support regulatory change 3A as this will allow RCAs to make road environments surrounding schools safer for our most vulnerable users, whilst encouraging greater use of active modes and public transport use.

3.4 Community Streets

Reshaping Streets regulatory change 4A establishes powers and requirements for residents to hold Community Streets, provided they have approval from RCAs. Community Streets (also known as play streets) enable children and their whānau to meet, play, and be active in their neighbourhood for few hours at a time.

Under current legislation (1965 Regulations), RCAs may close roads for up to 12 hours within a 24-hour period. However specific notification requirements, require the RCA to give 42 days’ notice of the closure through a local newspaper. Under regulatory change 4A, anyone could apply to an RCA to hold a community street for any number of events over a 12-month period. The organiser of the community street would be responsible for notifying the event to residents. The RCA would be responsible for notifying emergency services.

It is recommended that the RTC support regulatory change 4A due to the benefits associated with community streets which include (but not limited to) safety, placemaking and active modes.

3.5 Closing Roads for Other Functions and Events

Reshaping Streets regulatory changes 5A – 5B focuses on increasing the duration of road closures, and streamlining the legislation involved for closing roads.

Under the LGA 1974, local authorities can only temporarily close roads for events for up to 31 days. Local authorities can also use the 1965 Regulations to close roads for events, but closure periods cannot exceed more than 12 hours each in any consecutive 24-hour period. This approach would also require RCAs to give 42 days’ notice of the closure via a local newspaper. Having road closure powers for events spread across multiple legislation can be confusing and makes legislation unnecessary difficult to navigate. The proposed changes are:

5A - Allow RCAs to close roads for reoccurring events, by removing the 31-day limit per year for road closures in the LGA1974

5B - Bring together powers and requirements to close roads for events in one piece of legislation and update notification requirements so that RCAs can notify the public in any way that they consider appropriate at least two weeks before an event.

It is recommended that the RTC support the proposed changes.

3.6 Pedestrian Malls

Reshaping Streets regulatory changes 6A – 6C focus on streamlining the process for RCAs to establish ‘pedestrian malls’. Pedestrian malls are pedestrian-only areas of streets that attract high levels of foot traffic. Under LGA 1974, RCAs must use a special consultation procedure to implement pedestrian malls. This requirement negatively impacts RCAs as any person can appeal to the environment court against the proposal, resulting in potential increased costs and delays. The proposed changes are:

6A - Remove the requirement for local authorities to use the special consultative procedure when establishing pedestrian malls. Instead, they must apply the consultation principles in the LGA 2002.

6B - Remove the ability for people to appeal to the Environment Court when a pedestrian mall is being created. People would be able to challenge the installation of a pedestrian mall through judicial review.

6C - Shift legislative provisions for pedestrian malls to the proposed Street Layouts rule.

It is recommended that the RTC support the changes 6A – 6C as these will enable RCAs to have greater certainty around time and cost risks when implementing pedestrian malls.

3.7 Transport Shelters

Reshaping Streets regulatory change 7A removes special notification requirements for creating transport shelters. Instead, RCAs would be able to publicly consult on transport shelters in the same way they do for other features, like bus stops.

The current process to install a bus shelter under the LGA 1974 requires special notification requirements to be met. This means the RCA is unable to erect a shelter following the submission of a written notice until all land-owner objections have been given a hearing by the RCA to share concerns.

It is recommended that the RTC support regulatory change 7A due to improving the RCAs ability to deliver public transport infrastructure in the community.

4. Considerations

4.1 Risks and Mitigations

There are no significant risks associated with this matter/subject/project/initiative.

4.2 Climate Change

Once Reshaping Streets initiatives are planned and implemented, we anticipate climate change matters will be a key factor for consideration. This report is procedural in nature.

4.3 Implications for Māori

The proposed regulatory changes will not impact Māori. However, it is expected that any changes to street layouts led by the appropriate RCA should include Māori as a partner where deemed appropriate.

4.4 Community Engagement

The proposed changes of Reshaping Streets will impact the engagement processes being used by RCAs when undertaking street layout changes. Engagement can take place in a variety of ways depending on the proposed activity, including:

· Prior to the event/activity

· During the event/activity (active consultation, monitoring and feedback)

· Near the end of the event/activity (e.g., feedback from the RCA to the community)

4.5 Alignment with Strategic Framework

Reshaping Streets is aligned to the Bay of Plenty Regional Land Transport Plan and the operative Regional Public Transport Plan (2019).

4.6 Financial Implications

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

5. Next Steps

This report and the attached letter provide general support for Waka Kotahi’s ‘Reshaping Streets’. The proposed regulatory changes under Reshaping Streets provides broad benefits to Road Controlling Authorities (RCAs), organisations and the wider community across public transport, active travel and placemaking.

Upon endorsement by the RTC, the attached letter will be submitted on behalf of the RTC as a formal submission to Waka Kotahi.

Attachments

Attachment 1 - RTC Letter Submission on Reshaping Streets to Waka Kotahi ⇩



Report To:	Regional Transport Committee
Meeting Date:	19 September 2022
Report Writer:	Andrew Williams, Senior 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 2021-31.

Regional Land Transport Plan - Implementation Report

Executive Summary

This report provides an update on the progress of implementing the Bay of Plenty Regional Land Transport Plan 2021-31. The report includes ‘traffic light’ reporting on transport planning and improvement activities. Overall, good progress is being made in delivering the activities in the RLTP programme.

A recent highlight is the announcement of Government funding of $38.4M for the delivery of roading improvements to the Ōmokoroa peninsula and State Highway 2 access. The funded activities include the State Highway 2/Ōmokoroa interim Intersection improvement, a new local road intersection and a short section of Ōmokoroa Road 4-laning to Prole Road.

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 2021-27, and the regional priority of all significant activities^{^[2]}.

The proposed activities in the RLTP are submitted by 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 2021. The National Land Transport Programme was then subsequently released by the Waka Kotahi.

2. Progress summary

The progress summary is grouped by Government Policy Statement activity classes, plus the low-cost low-risk programmes. The activity classes are high-level groupings of outputs and activities identified for inclusion into the National Land Transport Programme (NLTP) funding approval process. The activity classes are defined as follows:

1. Road to Zero activities: investment into projects that will support the GPS’ strategic priority to develop Develop a land transport system where no one is killed or seriously injured;

2. Public transport service improvement activities: investment into projects that support the operation or improvement of public transport services;

3. Public transport infrastructure activities: investment into projects that support the operation or improvement of public transport infrastructure;

4. Walking and cycling improvement activities: Investment in walking and cycling projects to improve associated infrastructure and levels of service to increase uptake for walking and cycling;

5. Local road improvement activities: investment into the maintenance and operation of existing local roads to deliver an appropriate level of service, excluding asset upgrades;

6. State highway improvement activities: investment into the maintenance and operation of existing state highways to deliver an appropriate level of service, excluding asset upgrades;

7. Proposed investment management: investment in the transport planning research and management.

8. Low-cost low-risk activities: a programme of improvement activities that sit under the $2M threshold.

The following graphs provide a snapshot of the progress for each of the improvement activity classes, including the low-cost low-risk activities, in the RLTP programme. More detail on the progress of individual activities is provided as Attachment 1. The below graphs represent a summary of the ‘traffic light’ data for each activity class at Attachment 1.

3. Overall progress

Overall, good progress is being made in delivering the activities in the programme. Of all the activity classes, and the LCLR programmes, most of the activities within these are indicating that they are progressing well – marked green.

A recent highlight within the RLTP programme is the announcement of Government funding, via the Kāinga Ora Infrastructure Acceleration Fund, of $38.4M for the delivery of roading improvements at the Ōmokoroa and State Highway 2 intersection. The funded activities include the State Highway 2 / Ōmokoroa interim Intersection improvement, a new local road intersection and a short section of Ōmokoroa Road 4-laning to Prole Road. The final design for the interim SH2 intersection will now be progressed.

In some cases, there are activities that are currently not progressing as well as planned and this is generally for a range of reasons, including:

· 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 the impacts of each project or activity are done at that level.

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 2021 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 2021-2031.

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 2021-24 activities progress appendix ⇩



Report To:	Regional Transport Committee
Meeting Date:	19 September 2022
Report Writer:	Katri Harmoinen, Transport Planner
Report Authoriser:	Namouta Poutasi, General Manager, Strategy & Science
Purpose:	To provide an update on the development of a regional speed management plan (RSMP) for the Bay of Plenty, outlining the RTC role and responsibilities as well as next steps.

Regional Speed Management Rule, 2022: Regional Speed Management Plan

Executive Summary

This report provides an update on the development of a regional speed management plan (RSMP) for the Bay of Plenty.

This is a requirement under the new Rule ‘Setting of Speed Limits 2022’ (the Rule) that came into effect in May 2022.

The report discusses and outlines the roles and responsibilities of the various organisations for the development of a RSMP. This includes those of the Regional Transport Committee (RTC).

A report and a submission on the draft Rule were provided to the RTC in June 2021 highlighting some serious concerns with the draft Rule, some of which have been addressed in the final Rule change.

Further work is required to better understand the timeframes, responsibilities, and implications for the RTC in the RSPM development process.

Recommendations

That the Regional Transport Committee:

1 Receives the report, Regional Speed Management Rule, 2022: Regional Speed Management Plan.

1. Background

It is estimated that over 85 percent of speed limits in New Zealand are above the safe and appropriate speed limit. Speed is a major contributing factor in the severity of a crash; it affects a driver’s ability to react to the situation, and increases the injuries sustained. Regardless of the cause of a crash, speed is the difference between someone being unharmed or being seriously injured or killed. In 2021, 205 people were killed on NZ roads, 27 of which occurred in the Bay of Plenty[3].

Setting safe and appropriate speed limits will save lives. Aotearoa New Zealand has lost more people to traffic deaths per capita than most other countries in the OECD. In 2019, we were in the bottom six of 36 countries. Setting speed limits to more appropriate levels for the roading environment is a key tool being used to great effect in many countries with world-leading road safety records.

Speed management is a proven way to improve safety, saving lives and preventing debilitating injuries. It also represents a major, yet under-appreciated, opportunity to improve the climate change impacts of travel (vehicles travelling at lower speeds use less fuel), support better health and wellbeing, and create greater inclusion by reducing severance.

Achieving safe speed limits across the network requires significant change and will take time.

These changes will be made by the road controlling authorities (RCAs) and Waka Kotahi NZ Transport Agency (NZTA). The Regional Council is required to provide an overview of speeds across the regional road network and ensure that consistent speed limits are applied appropriately. The Regional Council is also required to support/facilitate engagement and consultation where changes in speed limits are recommended.

2. Developing a Regional Speed Management Plan (RPMP) for the Bay of Plenty

2.1 Legislative context

2.1.1 The new ‘Setting of Speed Limits 2022 rule (the Rule)’

The new Land Transport Rule: Setting of Speed Limits 2022 (the Rule) came into effect in May 2022[4]. It replaces the old Land Transport Rule: Setting of Speed Limits 2017, which required speed limits to be set through bylaws.

The new Rule makes the setting of speed limits more efficient for RCAs by establishing an integrated speed management planning process that considers how safety infrastructure, safety cameras and speed limits can be combined effectively to help achieve a safe transport system.

The Rule:

· Requires RCAs and RTCs to prepare speed management plans that establish a 10-year vision and three-year action plan to implement safe and appropriate speed limits and associated speed management activities.

· Introduces a regional speed management planning approach on a three-year cycle that complements the three-year cycle of the National Land Transport Programme (NLTP).

· Requires RTCs to coordinate input from RCAs in their region to create a regional speed management plan, aligning with the regional land transport plan (RLTP) process.

· Allows flexibility for RCAs to produce independent speed management plans or for the speed management planning process to occur out of alignment with the regional land transport planning process.

· Gives the Waka Kotahi Director of Land Transport responsibility for certifying regional speed management plans

This paper explains the RTC’s role in the Regional Speed Management Plan development process.

2.1.2 Type of speed management plans

There are three different types of speed management plans:

1. State highway speed management plans

– these are prepared by Waka Kotahi (as RCA) for the whole state highway network

2. Regional speed management plans (RSMPs)

– these are coordinated by RTC using material provided by RCAs

3. Territorial local authority (TLA) speed management plans

– these may be prepared by an RCA if they are working outside the timelines of the regional speed management plan process.

This paper focuses on the development of a RSMP for the Bay of Plenty, while explaining the role of RCAs speed management plans.

2.1.3 Requirements of a Regional Speed Management Plan

A RSMP needs to:

· Set a 10-year vision and 3-year implementation programme

· Include agreed objectives, principles and measures

· Align with the Government Policy Statement (GPS) and the Road to Zero Strategy

· Take a whole of network approach

The RSMP will be updated and consulted on every three years.

2.2 The Regional Speed Management Plan development process

2.2.1 Understanding roles and responsibilities

There are four main organisations responsible for the development of a regional speed management plan.

1. Waka Kotahi (both as a Government Agency and as RCA):

· Sets timelines for speed management plans.

· Develops and maintains information about speed management.

· Engages and consults on State Highway Speed Management Plans.

2. Regional Transport Committees (RTC):

· Consolidate information from RCAs into a regional speed management plan.

· Provide a forum to address regional or boundary consistency issues.

· Facilitate Māori engagement on plan development.

· Prepares a final draft regional speed management plan for certification by the Director of Land Transport.

3. Regional Councils:

· Facilitate the administrative function of regional consultation for all speed management plans.

· Provide opportunities for Māori to contribute to the preparation of regional speed management plans.

4. Road controlling authorities (RCAs)

· Develop RCA speed management plans.

· Provide information to regional transport committees to enable the development of a consistent regional speed management plan.

· Can choose to independently undertake speed management planning and consultation or follow the regional process (unless notified by the RTC to follow the regional process)

For the purpose of this paper, the focus will be on the role of the RTC in the regional speed management plan development process.

2.2.2 The RTC’s role is to ensure regional consistency

The RTC’s role in the RSPM development process is to ensure a regional consistency in speed management is undertaken across the Bay of Plenty. This includes:

· Addressing any identified issues with speed limits at adjoining roads in the region’s network, with boundary roads at neighbouring regional networks, or with the state highway network.

· Taking a whole-of-network approach to speed management planning

· Integrating safe speeds around schools, safe speeds around marae, safety infrastructure, and safety cameras into speed management plans.

The flow chart below outlines the regional speed management plan development process (Figure 1), with the RTC’s role highlighted in red.

Figure 1: Flow chart on the Regional Speed Management Plan development process.

2.2.3 Timeframes

As outlined by Rule, a RTC is to coordinate input from RCAs in their region to create a regional speed management plan to align with the RLTP process.

Out of the six RCAs in the Bay of Plenty, three have indicated they have started their speed management planning process and the other three have indicated they are to start soon.

The role of the RTC and the Regional Council will be to coordinate this process and align it with the RLTP 2024-27 development process.

3. Considerations

3.1 Risks and Mitigations

A paper on the draft rule change ‘Setting of Speed Limits 2021’ was provided to the Regional Transport Committee in June 2021. The report highlighted concerns with the proposal, including:

· Resource capacity and technical capability for RTCs and Regional Council to undertake this additional work.

· Lack of clarity around how RSMPs will be integrated with the RLTP process

· The risk of the consultation process being very unwieldly and costly to resource

As the development of a RSMP is a requirement of most RTCs around the country, similar concerns have been raised by many other councils nationally. The Transport Special Interest Group (TSIG) is currently working on gaining further clarity on the roles and responsibilities of RTC’s versus Regional Councils, as well as implementation timeframes.

3.2 Climate Change

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

3.3 Implications for Māori

Engagement with Māori communities will form an essential part of the work and will require significant resource from both the RCAs as well as the Regional Council’s community engagement teams and / or external advisors.

3.4 Community Engagement

CONSULT

Whakauiuia

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

As noted in the report, community engagement will be a significant undertaking and is likely to generate very strong views both for and against changes to speed limits.

3.5 Alignment with Strategic Framework

Speed management aligns closely with the Safe and Healthy People transport priority set out in the 2021-31 RLTP. This encompasses the safety specific target of reducing Death and Serious Injuries (DSI) by 40% by 2030, including reducing DSIs with speed as a contributing factor below 2020 levels on a five-year rolling average.

3.6 Financial Implications

As the implications of the new speed management rule were not known at the time of the adoption of the RLTP, the Regional Speed Management does not have funding, although the activity is listed in the RLTP. Regional council transport network safety resourcing requirements and iwi engagement are currently being scoped. Noting there is currently no specific Regional Council budget allocation.

4. Next Steps

Further work is required to better understand the exact timeframes, responsibilities, and implications for the RTC in the RSPM development process. A more detailed update on the development process of the RSMP for the Bay of Plenty will be provided to the first RTC in the new triennium.



Report To:	Regional Transport Committee
Meeting Date:	19 September 2022
Report Writer:	Adam Fort, Principal Advisor - Strategic Planning
Report Authoriser:	Namouta Poutasi, General Manager, Strategy & Science Greg Campbell, Public Transport Director
Purpose:	To update members on sub-regional spatial planning activities and the proposed new Spatial Planning Act legislation being progressed by Central Government

Regional Spatial Planning

Executive Summary

Substantial future reform of the wider resource management system is underway and will provide for mandatory regional spatial planning under a new Spatial Planning Act (SPA). A key short-term action will be to contribute to submissions to the Select Committee in late 2022 as appropriate.

Three substantial spatial planning projects are currently being progressed at a sub-regional scale across the Bay of Plenty through partnership initiatives. These are due for completion in 2023-2024. A stocktake of relevant data and geospatial layers for our region is also underway to help prepare us for success in implementing the new SPA requirements in due course.

Recommendations

That the Regional Transport Committee:

1 Receives the report, Regional Spatial Planning.

1. Background

In February 2021 there was an announcement that the Government is embarking on resource management (RM) system reform, using the RM Review (Randerson) Panel’s report and recommendations as the basis for the development of policy. Ministry for the Environment (MfE) is the lead agency to support RM Reform.

Since then, there have been various points of engagement by MfE officials with the local government sector and tāngata whenua around the progress of the reforms. Note that the Iwi Leaders' Group and Local Government Steering Group have been influential in helping shape the draft legislation, alongside practitioner groups such as the NZ Planning Institute and LGNZ.

Whilst this reform progresses, spatial planning continues across the region, including to give effect to the requirements of the National Policy Statement on Urban Development to prepare a Future Development Strategy (FDS) for all tier 1 and tier 2 urban environments.

2. System reform and the proposed Spatial Planning Act

A new Spatial Planning Act (SPA) will require long-term spatial planning at the regional level through the development of Regional Spatial Strategies (RSSs). It is expected that the purpose of the SPA and RSSs will include:

· Enable and drive changes in land use and the coastal marine area, while protecting and enhancing the natural environment.

· Integrated planning across different legislative frameworks that is associated with the management of natural and built environments.

· Give effect to the principles of Te Tiriti o Waitangi.

As stated by Minister Parker in February 2021, the SPA will be introduced alongside the Natural and Built Environments Act (NBA) which will be the primary replacement for the Resource Management Act (RMA). The NBA will set out how the environment will be protected and enhanced and will cover both land use and environmental protection. It will provide for a National Planning Framework (NPF) which will have a key role in the new system – it will provide mandatory direction and incorporate existing national direction. The NPF is intended to be more strategic, comprehensive, consistent and straightforward to use than the current range of national direction formulated over the last 20+ years under the RMA.

The key components of the new system are illustrated as:

(source: MfE presentation, August 2022)

2.1 Role of a Regional Spatial Strategy

This paper focuses on the SPA and RSSs. The critical shifts the SPA needs to achieve are:

· RSSs will enable and drive change and adaptation in a region

· local government, iwi and Māori, and central government will work in partnership

· the SPA and its supporting mechanisms will both coordinate and commit public and private investment to support the region's aspirations

The system diagram below illustrates the integrating role of the RSS, including where the RLTP will fit in the new system.

(source: MfE presentation, August 2022)

2.2 What we need before starting the first RSS for the Bay of Plenty

Looking ahead, it is considered that several milestones or deliverables are needed preferable before an RSS for our region can start preparation in an effective and efficient manner. These include the following:

· The SPA and NBA both passed by Parliament, with transitional and consequential provisions confirmed and clear supporting guidance.

· Institutional arrangements in Central Government to support implementation of the new SPA legislation – such as a cross-agency Board to assist with appointing government representatives for regional planning committees and secretariat/technical teams, support for digital transformation and transition of relevant provisions in Treaty settlements etc.

· Ideally an NPF that directs/informs the RSS in a new outcomes-based system, with clear guidance on how to reconcile inherent conflicts. (MfE officials have previously noted the importance of having the first NPF in place to inform the development of the first RSSs).

· Updated National Planning Standards with mandatory RSS content and consistent structure, level of detail, digital map standards etc.

· Funding for appropriate Māori policy expertise represented on the technical project team and the secretariat, with requisite capacity and capability building at the iwi/hapū level as needed.

· A NZ Infrastructure Strategy approved by Ministers and incorporated in the NPF through a specific chapter

· Emissions Reduction Plan key actions completed, especially the work programmes and targets for reducing vehicle kilometres travelled (vkt) in our tier 1 and 2 urban environments.

2.3 Select Committee process for the Bills

It is anticipated that the appointed Select Committee will confirm their timeline and other arrangements once the SPA and NBA Bills pass their first reading in Parliament (expected by late October). A 6-9 month process is expected, given the scope and significance of the legislation, and the level of interest from the public and private sectors and iwi/hapū/Māori. Government is committed to passing the final legislation prior to the 2023 Election.

Bay of Plenty Regional Council will be working with its local government partners and iwi and hapū representatives after the Bills are jointly released to better understand what the new legislation will mean for our region. Depending upon the timing and the formation of committees after upcoming local government elections, there may be an opportunity for joint submissions to the Select Committee alongside submissions from individual councils.

3. Update on spatial planning activity

Work is underway on a stocktake of existing relevant data and geospatial layers to identify any potential gaps, based on what we know about what an RSS will be required to include. Several maps of the region are being drafted that illustrate our high-level context, challenges, opportunities and constraints. We expect that each RSS across the country will need to have some consistency of style, symbology and scope.

Whilst the wider system reform proceeds, the following three sub-regional plans/strategies will continue to be prepared and will provide valuable inputs into the next long-term plans, RLTP and our first RSS:

• Rotorua Future Development Strategy

• SmartGrowth Joint Spatial Plan (incorporating a Future Development Strategy)

• Whakatāne-Kawerau Joint Spatial Plan

In order to ensure that there is alignment across partners and a commitment to any implementation plans/agreements, the above documents are being developed by the relevant councils in collaboration with central government including Waka Kotahi, the Ministry of Housing and Urban Development (MHUD), Kāinga Ora, and the Ministry of Education.

Working in genuine partnership with iwi authorities is particularly important at all stages of the spatial planning process. Building effective and enduring partnerships between iwi authorities, the councils and central government will ensure that the needs and development aspirations of all Bay of Plenty communities are understood, and the spatial plans are focused on the critical interests of communities within the geographical scope.

These plans/strategies may have medium and long-term implications for the transport system and are due to be completed in 2023-2024.

3.1 Summary of current sub-regional initiatives:

Project

Scope

Expected Timeline

Rotorua FDS

As a tier 2 urban environment, an FDS required by the National Policy Statement on Urban Development (NPS-UD)

For the urban environment of Rotorua District – focused on the housing and employment market of Rotorua city and nearby towns and settlements.

Will inform the RLC LTP 2024-34.

Public Consultation on Proposed FDS March-April 2023.

Approval of Final FDS September 2023

SmartGrowth Joint Spatial Plan/FDS

Governance entity is the SmartGrowth Urban Growth Partnership

As a tier 1 urban environment, an FDS is required by the NPS-UD.

The scope covers the TCC and WBOPDC council areas.

Will inform the council LTPs 2024-34

Public consultation on Proposed JSP/FDS August-October 2023.

Approval of Final JSP/FDS by March 2024.

Whakatāne-Kawerau Joint Spatial Plan

Whakatāne is a tier 3 urban environment, hence an FDS is optional. Their JSP is likely to meet many of the requirements of an FDS.

Focused on priority growth pressures on Whakatāne and Kawerau Districts, including the Rangitaiki Plains from Whakatāne/Ohope urban areas to Kawerau urban environment with a lens to the wider district areas.

Will inform the council LTPs 2024-34.

Public Consultation on Proposed JSP March 2023 alongside Annual Plan.

Approval of Final JSP by September 2023

4. Considerations

4.1 Risks and Mitigations

There are no significant risks associated with this matter.

4.2 Climate Change

The matters addressed in this report are of a procedural nature. Planning for climate change will be a significant element of the RSS, both from a mitigation and adaptation perspective. The Emissions Reduction Plan and the National Adaptation Plan will have direct legal weight on the contents of RSSs as shown in the system diagram above. The sub-regional plans/strategies being prepared over the next 1-2 years will contain their own assumptions and considerations of climate change, informed by the ERP and NAP and other legislation and guidance as appropriate.

4.3 Implications for Māori

One of the government’s five objectives of RM reform is to give effect to the principles of Te Tiriti o Waitangi and provide greater recognition of te ao Māori including mātauranga Māori. Therefore, it is anticipated that the new SPA and NBA legislation will work together to provide for enhanced involvement of iwi/hapū/Māori in the preparation of plans and strategies in the new system. This will be driven by the purpose of the Acts and a new Treaty clause that elevates the legal weight of the principles of Te Tiriti o Waitangi in the new system.

We anticipate that many iwi and hapū across the Bay of Plenty region will prepare submissions to the Select Committee in due course once the SPA and NBA Bills are released.

4.4 Community Engagement

The three sub-regional spatial planning and/or FDS projects will all involve a programme of communications and engagement to ensure that there are meaningful opportunities for input from key stakeholders, iwi/hapū, and the wider community. At a minimum, the NPS-UD requires that an FDS must use the Special Consultative Procedure under the Local Government Act 2002 for community engagement.

Regarding the proposed engagement requirements in the new RM system, MfE officials advise as follows:

· The process to develop RSSs will include early engagement on scope and content.

· There will be mandatory public notification of a draft RSS providing an opportunity for anyone to make written submissions.

· Regional planning committees will make decisions on RSSs and NBA plans, however communities and stakeholders will have a say at key points during their development.

4.5 Alignment with Strategic Framework

This item directly contributes to the Vibrant Region Community Outcome in the Council’s Long-Term Plan 2021-2031.

The sub-regional spatial planning projects contribute to sustainable urban growth management and integrated urban and transport planning. Partnerships across iwi, local government and central government agencies are critical to the projects.

Once completed and approved by the relevant governance bodies, the spatial plans/FDSs will inform the RLTP 2024 prepared by the Committee.

4.6 Financial Implications

There are no material unbudgeted financial implications arising directly from this information-only paper.

Sufficient budget will be required to produce a future RSS for the region, including support for the regional planning committee members, the secretariat and technical teams, and for engagement. We don’t yet know where these costs will fall across the various parts of the system, however the government’s Budget provides $179 million in funding over four years. This is to ensure there is funding for:

· the first National Planning Framework

· the first RSSs and NBA plans, and

· setting up the National Māori entity.

5. Next Steps

Members should remain aware of the relevant sub-regional work that is progressing and support this collaborative work insofar as it is relevant to the role of the Regional Transport Committee in the next triennium. The sub-regional work will need to ensure the region maintains its strong transport corridor growth pattern and connected centres that support well-functioning urban environments in line with recent government policy direction.

It is anticipated that there will be a full Select Committee process on the SPA Bill with a public submission period in late 2022 and hearings in 2023. This will occur in tandem with the same process for the Natural and Built Environments Act (NBA) legislation which is strongly linked with the SPA. There will likely be many submissions on transition and implementation issues.

Timing for the first RSS for our region will be determined by the statutory timeline when the new legislation and associated guidance is finalised in 2023. We can expect further announcements from Ministers and officials through October-November 2022 about aspects of the proposed new system and what it will mean for local government, iwi/hapū, government agencies, and private sector infrastructure providers.



Report To:	Regional Transport Committee
Meeting Date:	19 September 2022
Report Writer:	Katri Harmoinen, Transport Planner
Report Authoriser:	Namouta Poutasi, General Manager, Strategy & Science
Purpose:	The purpose of this report is to provide an overview of the transport specific implications of the national Emission Reduction Plan (ERP) release in May 2022.

Overview of the Emission Reduction Plan (ERP) - Transport Implications

Executive Summary

The Government released Aotearoa New Zealand’s first Emissions Reduction Plan (ERP) on 16 May, as required under the Climate Change Response Act 2002 (CCRA).

The ERP sets out various strategies to meet the first national emissions budget of 290 MtCO₂e for the period 2022-2025. Transport is a key focus area of the ERP and is expected to deliver emissions reductions of 1.7-1.9 MtCO₂e over the first budget period, representing 15% of total reductions.

The purpose of this report is to provide an overview of the transport specific implications of the national Emission Reduction Plan (ERP) release in May 2022.

Recommendations

That the Regional Transport Committee:

1. Receives the report, Overview of the Emission Reduction Plan (ERP) - Transport Implications.

1. Background

The Government released Aotearoa New Zealand’s first Emissions Reduction Plan (ERP) on 16 May, as required under the Climate Change Response Act 2002 (CCRA). The Plan sets out various strategies to meet the first national emissions budget for the period 2022-2025 and will lay important foundations for our plans and strategies to meet our second (2026-2030) and third (2031-2025) emissions budgets.

While the ERP signals a step change in climate change policy in New Zealand it is not a completely new document for Local Councils in the Bay of Plenty.

To date, the Councils have involved and helped shape the ERP by:

1. A joint submission on the draft ERP in November 2021

2. A joint submission on the Climate Change Commission’s first advice to Government in March 2021

+ Taking part in a range of workshops, local government working groups etc.

2. Overview of the ERP

The Emissions Reduction Plan sets out the country’s first three carbon budgets (Figure 1 and 2 below) and details the actions required to meet the first emissions budget of 290 MtCO₂e for 2022–25. This is estimated to require an additional reduction of 11.5 MtCO₂e (4%) over the next four years, compared with how emissions are currently tracking.

Figure 1 Expected impact of the Emission Reduction Plan over the first three carbon budgets (ERP, p36)

Figure 2: The ERP outlines the first three emission budgets

The Plan has an overall vision of ‘A productive, sustainable and inclusive economy’ with three over-arching themes:

· Empowering Māori

· Equitable transition

· Working with nature

The full ERP is 348 pages long, with another separate document listing all the ERP actions also available. There are 292 separately identifiable actions and sub-actions spread over 15 categories, including seven key sectors: transport, energy and industry, building and construction, agriculture, forestry, waste and fluorinated gases. Local government is identified as a key stakeholder or partner in 109 actions, spread across all categories.

The ERP does not itself implement any policy or legislative changes but implementation of the Plan will require further policy, funding and legislative changes that will directly impact on local government in terms of regulatory roles (now and post-RMA), and future strategic policy, funding and infrastructure decision-making.

3. Transport analysis of the ERP

In 2020, the transport sector emitted around 13.2 MtCO2e, which accounted for around 17% of New Zealand’s gross greenhouse gas emissions. That compared to the 2019 year (pre Covid-19), when transport emitted 16.2 MtCO2e, comprising 20% of total gross emissions. Initiatives within the Plan are expected to deliver savings of 1.7-1.9 MtCO2e over four years, representing a 10.6-11.9% reduction for the sector.

Transport is a key area of focus in the ERP and includes multiple transport actions that are of relevance to the BOPRC.

The long-term vision of the ERP for the transport sector outlines:

Overall, Chapter 10, ‘Transport’ outlines the transport challenge and sets a 41% reduction target in transport emissions by 2035.

This reduction is to be achieved through focusing on three specific areas:

1. Reducing the reliance on cars and supporting people to walk, cycle and use public transport

2. Rapidly adopting low-emission vehicles

3. Begin work now to decarbonise heavy transport and freight

These focus areas are furthermore supported by four transport specific targets for 2035:

1. Reduce total kilometres travelled by light vehicle fleet by 20%

2. Increase zero-emissions vehicles to 30% of the light vehicle fleet

3. Reduce emissions from freight transport by 35%

4. Reduce the emissions intensity of transport fuel by 10%.

The sections below will explore each focus area in further depth and provide BOP context and analysis where available.

3.1 Focus area 1: Reduce the reliance on cars and support people to walk, cycle and use public transport

3.1.1. The VKT reduction challenge

The Ministry of Transport (MoT) has recently specified that the 20% reduction in VKT by 2035 is a 20% reduction in VKT compared to what we would otherwise expect 2035 VKT to be without intervention. In 2019 terms, this reduction is approximately a 1% change nationally.

This needs to be seen in context, given that we expect:

· Our population to grow – especially in more urban centres

· Our economy to grow.

And both these factors drive up VKT. The task is hence to enable New Zealand to grow economically and population-wise without having that lead to further growth in VKT.

Over the past decade the Bay of Plenty population has grown by approximately 23%. At the same time the total VKT travelled by the BOP vehicle fleet has increased by 18% [5] (Figure 3 below – noting this figure would likely have been higher than 18% prior to the impact of Covid-19). The growth in VKT has been particularly strong since 2016, largely driven by the recent surge in population, especially in the Western Bay of Plenty.

Figure 3: Total BOP VKT has increased by 18% in the last decade

Sub regionally, this is a VKT increase of:

· 24% in the Western Bay

· 6% in Rotorua

· 15% in the Eastern Bay

MoT is currently in the process of setting subnational VKT reduction targets for our Tier 1 (Tauranga) and Tier 2 (Rotorua) urban areas, as part of the process for setting these for all Tier 1 and 2 areas nationally. The ERP commits the Ministry to publish these by the end of 2022.

Most recent modelling by the Ministry shows that for Tauranga it is estimated that light fleet VKT will increase by 29% between 2019 and 2035 without further interventions (Figure 4 below, dark blue dotted line).

Figure 4: VKT projections for Tauranga

The proposed VKT reduction target for Tauranga is 23% against the 2035 baseline. This reduction equates to a decrease of 1% in light fleet VKT against the 2019 benchmark (Figure 4 above) – the same as the nationwide average.

For Rotorua, the VKT growth is expected to be 17% without intervention. The proposed Rotorua VKT reduction target is 12% against the baseline. This equates to a 2% increase against 2019 figures (Figure 5 below).

Figure 5: VKT projections for Rotorua

Overall, it is expected that Auckland will contribute about 50%, tier 1 (excluding Auckland) roughly one third, tier 2 approximately 10% and the rest of NZ approximately 6% (Figure 6 below). This leaves Tauranga contributing approximately 4% of the national total and Rotorua less than 1%.

Figure 6: Total national VKT split by Auckland, Tier 1, Tier 2 and the rest of New Zealand.

The Ministry of Transport has engaged with the relevant road controlling authorities (RCAs) and the Bay of Plenty Regional Council on the draft targets in July 2022. The updated sub-national targets will be proposed to Cabinet in September/October 2022, with final targets to be announced by the end of the year.

Figure 7: Next steps to progress sub-national VKT targets as per the Ministry of Transport (MoT)

Understanding the VKT challenge is crucial as the ERP outlines and requires:

“RLTPS and amended Resource Management Act 1991 plans to incorporate assessments of vehicle kilometres travelled (VKT) by light vehicles, mode share, and transport emissions”.

Going forward these assessments will determine eligibility for transport funding.

3.1.2. Examples of focus area 1 actions: Reduce the reliance on cars and support people to walk, cycle and use public transport

To make progress towards transport target 1, some of the actions of relevance to the RTC include:

· Action 10.1.2.A. Planning – design programmes to reduce total light fleet VKT in our largest cities.

o Set sub-national VKT reduction targets for Aotearoa New Zealand’s major urban areas (Tier 1 and 2) by the end of 2022.

o Develop VKT reduction programmes for Aotearoa New Zealand’s major urban areas (Tier 1 and 2) in partnership with local government, Māori and community representatives.

· Action 10.1.2.B. Public transport – improve the reach, frequency and quality of public transport.

o Deliver nationally integrated ticketing for public transport

o Support a major uplift in all urban bus networks nationwide, including by improving bus driver terms and conditions.

o Consider improvements to, and new opportunities for, interregional public transport services.

o Identify and consider addressing barriers to integrating public transport with active and micro-mobility modes and networks.

· Action 10.1.2.D Reshaping streets – accelerate widespread street changes to support public transport, active travel and placemaking.

o Incentivise local government to quickly deliver bike/scooter networks, dedicated bus lanes, and walking improvements by reallocating street space (including during street renewals).

o Consider regulatory changes to make it simpler and quicker to make street changes.

· Action 10.1.2.F. Equity – improve access and travel choice for the transport disadvantaged.

o Work with local government to deliver public transport, cycling and walking improvements in low socio-economic areas and for transport disadvantaged groups (including disabled people).

o Work with local government to make public transport more affordable, with a particular focus on low-income users

· Action 10.1.2.G. Investigate the potential for public transport, walking and cycling in rural and provincial areas.

o Investigate the potential for public transport, shared services, walking and cycling in rural and provincial areas, particularly for the transport disadvantaged.

o Investigate further opportunities to provide on-demand public transport in provincial towns, in light of positive signs from the MyWay trial in Timaru.

· Action 10.1.3: Enable congestion charging and investigate other pricing and demand management tools to reduce transport emissions

o Investigate additional pricing tools to reduce transport emissions (including parking pricing, VKT pricing and low-emissions zones).

· Action 10.1.4: Require roadway expansion and investment in new highways to be consistent with transport targets

o Establish a high threshold for new investment to expand roads, including new highway projects, if the expansion is inconsistent with emissions-reduction objectives.

3.2 Focus area 2: Rapidly adopt low-emission vehicles

There are currently approximately 35,000 pure EVs registered in NZ. Out of the 4.6M vehicles registered, that's still less than 1% (0.77%) of the national fleet. Wellington and Auckland are leading the charge with EV’s making up just over 1% of their fleet (15,000 and 5,000 EV’s respectively). The Bay of Plenty ranks somewhere in the middle nationally with approximately 1,400 electric vehicles as of May 2022, making up 0.45% of our fleet.

The $569M ‘Clean Car Upgrade’ scheme announced part of the Climate Emergency Response Fund (CERF) is an equity-oriented pilot and roll-out of a scrap-and-replace scheme, which will provide targeted assistance to lower- and middle-income households to shift to low emission alternatives upon scrapping their old vehicle. A further breakdown on the transport funding allocation part of the CERF is outlined in a separate section below.

3.3 Focus area 3: Begin work now to decarbonise heavy transport and freight

Heavy vehicles, most of which are for freight, emit around a quarter (26%) of our national total transport emissions. In the medium- to long-term, switching to low-carbon fuels such as electricity, biofuels or green hydrogen will be central to reducing emissions from heavy vehicles.

The Commission’s modelling last year showed that by 2035, we will be on track to achieve our targets if around 95% of medium trucks and 73% of heavy trucks imported into Aotearoa are electric or hydrogen powered.

That’s still some while away as by the end of last year, there were just over 300 heavy electric vehicles in Aotearoa. This is just 0.1% of the total heavy freight fleet.

To speed up the heavy freight decarbonisation, a number of solutions are already starting to be tested and piloted. These include:

· Cities across New Zealand are getting more electric buses, and we have started seeing our first electric freighters on the roads.

· Aotearoa now has its first all-electric commuter ferry in Wellington (also a first for the Southern Hemisphere).

· Fonterra recently trialled the countries first electric milk tanker.

· As another alternative to fossil-fuels, we’re also seeing some pilot projects for hydrogen powered heavy transport. The first hydrogen truck arrived in Aotearoa in 2021, and the country’s first four hydrogen refuelling stations are due to be completed soon, in Hamilton, Tauranga, Palmerston North and Auckland.

· Rail can offer a lower emissions option for freight and long-distance travel. Most recently KiwiRail announced its oldest diesel locomotive is being replaced with a new fully electric, zero-emissions one.

· Air New Zealand and the Ministry of Business, Innovation and Employment are jointly running an RFP seeking information on the feasibility of commercial scale Sustainable Aviation Fuel (SAF) production in Aotearoa New Zealand.

Examples of focus area 3 actions: Begin work now to decarbonise heavy transport and freight

To make progress towards transport target 3, some of the actions of relevance to the RTC include:

· Action 10.3.2. Accelerate the decarbonisation of the public transport bus fleet

o Require only zero-emissions public transport buses to be purchased by 2025, set a target to decarbonise the public transport bus fleet by 2035, and support regional councils to achieve these outcomes through additional funding,

o Identify and remove barriers to decarbonising the public transport bus fleet through the Public Transport Operating Model review

Funding for the development of a bus decarbonisation feasibility study was secured through the BOPRC Long Term Plan 2021-31. Work has commenced and a progress update on the work programme will be provided to the Public Transport Committee (PTC) in September.

Other objectives in this section:

· Set a target for decarbonisation of air travel (by 2050)

· Create a plan and set targets for the maritime fleet, including work towards zero-emissions near-shore vessels, including ferries.

4. The Climate Emergency Response Fund (CERF)

Reflecting the importance of the challenge that lies ahead, the Government has identified addressing climate change as a key area of focus for Budget 2022. The $2.9 billion climate change package included in Budget 2022 is an important first step toward implementing some components of the Emissions Reduction Plan and meeting the first emissions budget.

The transport initiatives funded by the Climate Emergency Response Fund in Budget 2022 include:

· $569 million for Clean Car Upgrade, an equity-oriented pilot and rollout of a scrap-and-replace scheme, which will provide targeted assistance to lower- and middle- income households to shift to low-emission alternatives upon scrapping their old vehicle.

· $350 million to fund Transport Choices, transport services and infrastructure investments that reduce reliance on cars and support uptake of active and shared modes. Investment areas will include rapidly rolling out urban cycleway networks, creating walkable neighbourhoods, supporting safer, greener, and healthier school travel, and making public transport more accessible and easier to use.

· $20 million for a vehicle social leasing scheme trial, which will lease low-emission vehicles to low-income New Zealanders, making it more affordable to transition to cleaner options.

· $23 million to develop ambitious national and urban programmes to support a step change in people shifting to active and shared modes, to reduce kilometres travelled in our largest cities.

· $61 million to support a sustainable, skilled workforce of bus drivers

· $40 million over four years to accelerate the decarbonisation of the public transport bus fleet to enable providers to start working towards the Government’s target of decarbonising the public transport bus fleet by 2035.

· $20 million to accelerate the decarbonisation of freight transport. This includes co-funding for low emission freight projects through a dedicated round of the Low Emissions Transport Fund delivered by the Energy Efficiency and Conservation Authority, and funding Te Manatū Waka Ministry of Transport’s development of the decarbonisation aspects of the National Freight and Supply Chain Strategy and other freight-related actions in the Emissions Reduction Plan.

An illustration of the total Climate Emergency Response Fund (CERF) budget compared to the transport initiatives contained in the CERF and included in the 2022 budget are provided in figures 8, 9 and 10 below.

Figure 8: A breakdown of the total CERF budget allocation into transport vs other initiatives

Figure 9: A breakdown of the total transport allocation ($1.1B) of the total $2.9B CERF budget

Figure 10: Focus area 2 (Rapidly adopt low emission vehicles) has got the largest funding amount of all transport initiatives announced through the CERF

5. Update on the development on the Transport Emission Reduction Plan (TERP) for the Bay of Plenty

Funding for the development of a transport emission reduction plan (TERP) for the Bay of Plenty was secured through the Bay of Plenty Regional Council Annual Plan 2022/23.

The intention of the TERP is to set out an evidence-based and prioritised investment strategy which will progress the greenhouse gas reduction measures which will have the fastest and most significant impact across the Bay of Plenty region. The aim of the TERP is to deliver on key transport emission reduction targets set out in the national Emission Reduction Plan (ERP), Regional Land Transport Plan (RLTP) as well as other key strategic documents, including the Transport Systems Plan (TSP) and Urban Form and Transport Initiative (UFTI) etc.

Initial work has commenced on the Bay of Plenty TERP development with regular progress updates due to the RTC in the next triennium.

5.1. The Auckland Transport Emission Reduction Plan (TERP)

The plan to develop a TERP for the Bay of Plenty is based on the recently released Auckland City Council transport emission reduction plan (TERP). The goal of Auckland TERP is to reduce emissions from transport by 64% compared to 2019 levels, as outlined in Te Tāruke-ā-Tāwhiri: Auckland’s Climate Plan. This is in line with IPCC and C40 targets and sets out a bigger reduction in emissions than outlined for in the NZ Government’s ERP.

The Auckland Transport Emission Reduction Plan (TERP) is publicly available here: https://www.greaterauckland.org.nz/2022/08/16/sustainable-access-for-a-thriving-future/

The Transport Emissions Reduction Pathway is a strategic document that will be used to guide planners and decision makers across the council group during the development of future transport plans.

In short, the Auckland TERP outlines:

1. What the transport system needs to look like in 2030

2. The transformation required

3. The pathway to implementation

Figure 10: The Auckland TERP calls for significant mode shift for Auckland to achieve its emission reduction goals.

More specifically, the Auckland TERP calls for:

· Every single system lever must be pulled as hard as credibly possible

· Aucklanders must drive less

· A massive mode-shift is required

· Many current car trips can be taken by more sustainable modes

· Cars can still have a place in the system, but they must be more efficient

· Trips need to be shorter

For example, this includes:

· 8% reduction in total trips by 2030

· Making the majority of local trips (under 6km) by sustainable modes

· Converting 32% of the city’s light vehicles to electric, especially commercial vehicles

· Five to six-fold increase in bus, train and ferry patronage by 2030 (aided by a three-fold increase in the number of services on offer)

· A 10-fold increase in trips by cycling and micro mobility

The TERP would then be implemented through integrating the TERP into the current planning system (including using the TERP to rethink all current planned programmes and projects, as well as informing the development of key strategic documents like the next RLTP, future development strategies, regional spatial plans etc.) Transforming the transport system and creating a more supportive transport planning system going forward is also a key element of the TERP implementation.

6. Update on transport emission modelling tools

6.1. Developing a transport emission model for the Bay of Plenty

Following the examples of the Auckland 2030 and the Waikato Region Transport Emissions models, work is currently underway to develop a similar transport emissions model for the Bay of Plenty.

This work builds on initial analysis done in 2021 and is aimed at making a transport emission dashboard publicly available by the end of 2022. Building the dashboard in-house has the added benefit of allowing additional transport data and targets to be included as they emerge, eg. VKT figures and targets. The model will also play a crucial part in the TERP development process, especially in facilitating community conversations around transport emissions.

6.2. Waka Kotahi - national transport emissions model

Waka Kotahi has indicated they are currently in the process of developing a national transport emissions tool and have engaged MRCagney to undertake this work. This model would break down transport emissions onto a regional level while allowing an overview of the transport emissions and targets nationally. The model is currently undergoing final technical checks and is looking at being released in early September/October at this stage.

6.3. Tauranga City Council’s transport emissions tool

Tauranga City Council together with BECA have been developing a transport emissions tool to better understand the emission reduction requirements set out in the TSP and UFTI and their implications on the city’s transport challenges. It is intended that this tool would be used for internal decision making primarily.

Staff continue to work closely across the above organisations to better understand the overlap and potential gaps between the different tools. This is crucial in avoiding duplication and creating modelling tools that are fit for purpose.

7. Considerations

7.1 Risks and Mitigations

Trends suggest that litigation related to climate change is on the rise in Aotearoa, illustrated by cases such as the judicial review brought against Auckland Transport, Auckland Council and the Auckland Regional Land Transport Committee alleging that they failed to adequately take climate change considerations into account when adopting the RLTP. Another similar example is the judicial review of the Climate Change Commission advice by Lawyers for Climate Action New Zealand.

The Commission must report on the adequacy of the ERP and its progress. In order to do so it may request information on the steps being taken by Council to give effect to the ERP and reduce emissions and may elect to reflect this in its reporting. The public may also seek this information from Council under the Local Government Official Information and Meetings Act.

7.2 Climate Change

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

The Emissions Reduction Plan sets out a range of initiatives to reduce greenhouse gas emissions that local government will be involved in developing and delivering. The Plan also notes the linkages and synergies between emissions reduction and adaptation actions and looks to ensure these opportunities are realised.

As noted throughout the report, a significant amount of the actions outlined in the ERP relate to transport, with multiple transport specific emission reduction targets set. These are further discussed in the report under section 3: Transport analysis of the ERP.

Most of the actions and initiatives within the Plan require further development before it would be possible to quantify the specific impacts on the region’s greenhouse gas emissions.

7.3 Implications for Māori

The Emissions Reduction Plan specifically addresses issues and challenges for Māori in relation to emissions reductions and the climate transition, with ‘Empowering Māori’ as one of the key over-arching themes of the Plan.

This is an area that the RTC will need to monitor closely – both in terms of how implementation of the Plan is impacting on tangata whenua across our region and their capacity to engage on the issues, and to ensure that we meet our responsibilities to Māori in relation to climate change.

7.4 Community Engagement

Engagement with the community is not required as the report is for information only

7.5 Alignment with Strategic Framework

Environmental sustainability and carbon neutrality has been identified as key strategic issues in the Bay of Plenty Regional Land Transport Plan (RLTP) 2021/31. The headline target is a 25% reduction in greenhouse gas emissions from land transport by 2030 (form a 2020 baseline).

The national direction provided through the Emissions Reduction Plan will be felt across the RTC’s mandate through a range of actions and initiatives taken.

7.6 Financial Implications

There are no material unbudgeted financial implications in regard to this report and this fits within the allocated budget.

8. Next Steps

A comprehensive update on the wider implications of the ERP on the Bay of Plenty region was presented to the Bay of Plenty Regional Council’s Strategy and Policy Committee on Thursday, 18^th of August.

Whilst there are currently few direct implications for the RTC in the near term from the strategies and initiatives outlined in the ERP, it is envisaged that local government decision-makers will have a significant role in the Plan’s implementation across a range of sectors as further detail emerges from Central Government. An awareness of future implications and consideration of our readiness to respond will be important for the RTC on behalf of the community as the implementation of the ERP progresses.

Staff will continue to monitor and assess progress on the actions and initiatives identified within the Emissions Reduction Plan and their implications specifically relating to Transport and will report back as appropriate.

[1] A technical advisory group comprised of transport officers from the Regional Council, city and district councils and Waka Kotahi.

[2] Defined as improvement activities with a total anticipated cost exceeding $2 million over the duration of the activity.

[3] Statistics accessed from MOT: https://www.transport.govt.nz/statistics-and-insights/safety-road-deaths/

[5] Calculated based on publicly available VKT data from Waka Kotahi (https://www.nzta.govt.nz/planning-and-investment/learning-and-resources/transport-data/data-and-tools/). The VKT is estimated using Road Assessment and Maintenance Management (RAMM) data.

Please note the subregional VKT data include all VKT types, whereas the ERP subnational VKT targets only include light vehicle fleet VKT (excluding trucks/buses/motorbikes etc).

Unfortunately light vehicle fleet VKT data on a subregional level is unavailable for historical comparisons.

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	Commissioner Anne Tolley Commissioner Stephen Selwood (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	David Speirs Cole O’Keefe (Alternate)
External Members (non-voting)
KiwiRail	Angus Hodgson Helen Rogers (Alternate)
External Advisors (non-voting)
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
New Zealand Automobile Association	Stacey Spall
Ex Officio	Chairman Doug Leeder
Quorum	Five members, consisting of more than half the number of members
Frequency	Quarterly