Agenda of Public Transport Committee - Tuesday, 21 March 2023

Item No.	Subject of each matter to be considered	Reason for passing this resolution in relation to each matter	Grounds under Section 48(1) for the passing of this resolution	When the item can be released into the public
9.1	Public Excluded Public Transport Committee Minutes - 22 September 2022	As noted in the relevant Minutes.	As noted in the relevant Minutes.	To remain in public excluded.
9.2	On-Demand Public Transport - Tauranga Trial	Withholding the information is necessary to enable any local authority holding the information to carry out, without prejudice or disadvantage, commercial activities; Withholding the information is necessary to enable any local authority holding the information to carry on, without prejudice or disadvantage, negotiations (including commercial and industrial negotiations).	48(1)(a)(i) Section 7 (2)(h); 48(1)(a)(i) Section 7 (2)(i).	On the Chief Executive's approval.

Public Transport Committee Minutes

22 September 2022

Public Transport Committee

Open Minutes

Commencing: Thursday 22 September 2022, 9.30 am

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

Chairperson: Cr Andrew von Dadelszen – Bay of Plenty Regional Council Toi Moana (BOPRC)

Deputy Chairperson: Cr Lyall Thurston – BOPRC (via Zoom)

Members: Cr Norm Bruning – BOPRC, Cr Jane Nees – BOPRC, Cr Paula Thompson – BOPRC (via Zoom), Cr Stacey Rose – BOPRC (via Zoom), Mayor Judy Turner – Whakatāne District Council, Chairman Doug Leeder (Ex-Officio), Phill Thomass – Lakes Community Board, Michelle Te Wharau – Alternate, Waka Kotahi NZ Transport Agency, Commissioner Stephen Selwood - Tauranga City Council (via Zoom)

In Attendance: Cr David Love, Cr Matemoana McDonald (via Zoom), Greg Campbell – Acting Transport Director, Presenters – as listed in the minutes, Amanda Namana – Committee Advisor

Apologies: Mayor Garry Webber – Western Bay of Plenty District Council, Cr Stacey Rose – BOPRC (for early departure), Jess Andrew – Waka Kotahi NZ Transport Agency

1. Apologies

Resolved

That the Public Transport Committee:

1 Accepts the apologies from Mayor Webber, Cr Stacey Rose (early departure) and Jess Andrew tendered at the meeting.

Bruning/Turner

CARRIED

2. Items not on the Agenda

2.1

Minutes for Confirmation

· Regional Public Transport Plan Hearings Minutes – 17 and 19 August 2022;

· Regional Public Transport Plan Hearings Deliberations Minutes – 31 August 2022.

Resolved

That the Public Transport Committee:

1 Accepts the late item, Minutes for Confirmation

2 Agrees that the item cannot be delayed as this is the final meeting of the triennium.

Turner/Thomass

CARRIED

3. Declaration of Conflicts of Interest

None declared.

4. Minutes

Minutes to be Confirmed

4.1

Public Transport Committee Minutes - 23 June 2022

Resolved

That the Public Transport Committee:

1 Confirms the Public Transport Committee Minutes - 23 June 2022 as a true and correct record.

Nees/von Dadelszen

CARRIED

5. Presentations

5.1

Assessing Public Bus Services

Tabled Document 1 - Verbal presentation on assessing the public bus service: Objective ID A4216687

Tabled Document 2 - Tauranga Bus Service Satisfaction Snapshot: Objective ID A4216688

Tabled Document 3 - Guidelines for Quality of Bus Service: Objective ID A4216689

Tabled Document 4 - Bus service six-monthly review template: Objective ID A4216690

Kirsty Slater presented this item, supported by Gareth Griffiths - CCS Disability Action.

Key Points

· Presented the tabled documents and outlined the purpose of the initiative to monitor bus services locally

· Acknowledged accessibility improvements of the bus service in recent years

· It was important from the perspective of people with vision impairment and learning disabilities that council understand their experiences in the community

· Had been a Tauranga resident and used the public transport system for 10-15 years

· On some occasions bus drivers had been rude or unkind, whilst others went out of their way to be helpful

· Kirsty had been Chair of People First Tauranga group for four years

· Felt that overall the bus service was good, but there were several areas for improvement

· Learning new bus routes was difficult, even more so when vision impaired

· Kirsty needed to use a walking frame at times, which provided further mobility barriers when using the bus service

· Considered that bus drivers needed to be better educated about the needs of people with disabilities and how to assist them

· Audible announcements at bus stops were very helpful, although some did not work and vandalism of the one at Bayfair was particularly frustrating as it served a genuine need for many people

· Commended the Bee Card system and the free fares accessibility concession

· The survey also sought to identify specific issues e.g. bus drivers requiring training, buses not stopping close enough to kerb (creating additional difficulty to embark).

Key Points - Members:

· Commended the presentation and the useful feedback provided to the Committee.

In Response to Questions:

· Although Kirsty sometimes required a support person whilst travelling on buses, she was encouraged to get out independently as much as possible.

Staff - In Response to Questions:

· Welcomed feedback from the surveys and considered they would provide important insights

· Staff were working with Waka Kotahi seeking co-funding for extending audible announcements at bus stops.

9:49 am - Cr Rose withdrew from the meeting.

6. Reports

6.1

Chairperson's Report

Acting Transport Director Greg Campbell, Team Leader – Transport and Urban Strategy Lorraine Cheyne, Team Leader – Service Planning and Project Delivery Oliver Haycock and Interim Transport Operations Manager Chris Brewer presented this item.

Key Points:

· The Chair commended the work of staff and the data collection available as a result of the Bee Card system

· Highlighted the new Sustainable Public Transport Framework being rolled out by central government and the future opportunities it would provide

· Driver shortages continued to be a significant problem nationwide - this was now an acute issue for the region and threatened even the currently reduced timetable

· The Waka Kotahi Transport Choices package preference leaned strongly toward infrastructure investment, rather than funding of services

· If additional funding could be achieved for the Rotorua Network Refresh, the timeline could be brought forward

· The Public Transport Services and Infrastructure Business Case funding partners were BOPRC, Tauranga City Council and Waka Kotahi. There was also a project steering group which included the funding partners, mana whenua and Western Bay of Plenty District Council

· Public transport fares, parking and wider behaviour change were not within the scope of the business case. There were separate pieces of work being undertaken in these areas and once completed the business case would be cognisant of recommendations from these

· The business case was viewed as a model which could grow and be shaped with the wider city and sub-regions as they progressed.

Key Points - Members:

· Park and rides needed to be advanced as soon as possible as they were particularly crucial to people in rural areas who were unable to access public transport

· Expressed concern over a lack of Eastern Bay of Plenty focus

· Tauranga City Council were interested in park and ride facilities but noted the importance of having certainty around the permanence of routes to ensure any investment was successful

· Further engagement with the public on the Rotorua Network Refresh was critical to making people were aware of the changes to fares and routes.

In Response to Questions:

· The business case would explore the potential benefits of park and ride facilities and how they may assist getting more people using public transport

· There was a national policy issue for park and ride facilities as they were not viewed favourably and would need wider support

· The change of ownership for NZ Bus did not affect existing contracts

· The work undertaken thus far on the business case had been high level and there was an extensive consultation element within the next stage (single stage business case)

· There had been a strong response from public consultation for the Rotorua Network Refresh and the feedback was being incorporated as much as possible. There were infrastructure challenges that needed to be resolved before moving forward

· The bus decarbonisation study underway looked at all viable technologies and options to assist in achieving zero emissions in the region.

Resolved

That the Public Transport Committee:

1 Receives the report, Chairperson's Report.

von Dadelszen/Nees

CARRIED

Decisions Required

6.2

Bay of Plenty Regional Public Transport Plan 2022-32

Principal Advisor, Regional Development Bron Healey presented this item, introduced by Acting Transport Director Greg Campbell.

Key Points:

· High quality and high energy submissions had been received, calling for boldness and higher aspiration

· The essence of the Regional Public Transport Plan (RPTP) was connecting the region, more access and less carbon

· Outlined the recommendations and noted that recommendations 4 and 5 to Council had implications for funding levels set in the Long Term Plan.

Key Points - Members:

· Commended staff for the work undertaken and support of the Hearings Subcommittee

· The RPTP addressed submissions requesting transformational change, to be bold, innovative, more aspirational and customer focused

· Minor amendments requested:

o Be clear whether the target for mode share in relation to main urban areas included Whakatāne. Clarify whether this target was for total mode share, morning peak times or other specificity

· Considered planning for the Eastern Bay of Plenty needed to be more specific with measurable outcomes in the next RPTP. Suggested an additional Eastern Bay of Plenty member be appointed to the Committee in the new triennium

· Noted that the Hearings Subcommittee had held robust conversations about the aspirational 20% target for mode shift. This was a significant challenge which would require new ways of delivering services e.g. on-demand, strong customer focus, policy changes in how road use was paid for

· Agreed the importance of inter-regional travel as well as urban travel and would like to see a network link between Rotorua and Whakatāne.

In Response to Questions:

· ‘Changing mode share to 20%’ was the target reference from the Regional Land Transport Plan (pre-existing plan), as opposed to ‘increase by 20%’ in the RPTP. There was work to be undertaken to align targets sub-regionally with what was occurring nationally

· Rotorua and Tauranga were the main urban areas as this was where the main urban networks were located.

Resolved

That the Public Transport Committee:

1 Receives the report, Bay of Plenty Regional Public Transport Plan 2022-32;

2 Approves the Regional Public Transport Plan Hearing Subcommittee’s recommendations on the draft Bay of Plenty Regional Public Transport Plan 2022-2032 as summarised in the report;

3 Notes the following additional recommendations from the Regional Public Transport Plan Hearing Subcommittee:

(a) That the Public Transport Committee makes a recommendation to the Regional Council to consider investigating potential co-investment opportunities in public transport infrastructure with the region’s territorial local authorities; and

(b) That the Public Transport Committee makes a recommendation to the Regional Council to consider continuing the Extension of SuperGold Concession beyond the current trial end date;

4 Endorses the Bay of Plenty Regional Public Transport Plan 2022-2032 in Attachment 1 including any amendments arising from discussion of the report;

5 Delegates to the Chief Executive the authority to make minor changes to the draft Bay of Plenty Regional Public Transport Plan 2022-2032 prior to its approval by the Bay of Plenty Regional Council.

Nees/Thurston

CARRIED

Resolved

That the Public Transport Committee recommends that the Regional Council:

1 Receives the report, Bay of Plenty Regional Public Transport Plan 2022-2032;

2 Notes that the Public Transport Committee has prepared the draft Bay of Plenty Regional Public Transport Plan 2022-2032 on the Regional Council’s behalf in accordance with the Land Transport Management Act 2003;

3 Adopts the Bay of Plenty Regional Public Transport Plan 2022-2032;

4 Considers investigating potential co-investment opportunities in public transport infrastructure with the region’s territorial local authorities;

5 Considers continuing the Extension of SuperGold Concession beyond the current trial end date.

Nees/Thompson

CARRIED

10.41 am – The meeting adjourned.

10.58 am – The meeting reconvened.

Information Only

6.3

Highlights of the Triennium

Acting Transport Director Greg Campbell presented this item.

Key Points:

· The Chair commended the work of staff, the Tauranga Public Transport Joint Committee and the collaboration with Tauranga City Council at an operational level

· Acknowledged the work of the Committee and staff in continuing services throughout the challenges of the Covid-19 pandemic.

Resolved

That the Public Transport Committee:

1 Receives the report, Highlights of the Triennium.

von Dadelszen/Bruning

CARRIED

6.4

Public Transport Arotake Tuawha - Performance Monitoring Report 1 July 2021 to 30 June 2022

Presentation: Public Transport Arotake Tuawha 2021/2022 Patronage Insights: Objective ID A4216583

Interim Transport Operations Manager Chris Brewer presented this item.

Key Points of Presentation:

· Financial Performance – Operating Revenue and Operating Expenditure at the end of quarter four

· Patronage Summary across the Bay of Plenty – tracking close to regional trends

· Across the region – number of trips taken in Tauranga (urban and schools), Rotorua and the Eastern Bay of Plenty

· Other highlights:

o Half price fares initiative extended until January 2023, followed immediately by the implementation of the community connect programme on 1 February 2023

o School Fare Free trial for Rotorua and Whakatāne patronage increases

· Customer Experience – transport calls received by the customer contact centre and average complaints per 10,000 boardings

· Zendesk Support – tickets by type

· Commended the customer contact team – 97% of all transport related tickets received were responded to and resolved without needing to be forwarded on for further investigation

· Total Mobility and The Accessibility Concession increase in applications processed and trips taken.

Resolved

That the Public Transport Committee:

1 Receives the report, Public Transport Arotake Tuawha - Performance Monitoring Report 1 July 2021 to 30 June 2022.

von Dadelszen/Nees

CARRIED

7. Public Excluded Section

Resolved

Resolution to exclude the public

1 Excludes the public from the following parts of the proceedings of this meeting as set out below:

The general subject of each matter to be considered while the public is excluded, the reason for passing this resolution in relation to each matter, and the specific grounds under section 48(1) of the Local Government Official Information and Meetings Act 1987 for the passing of this resolution are as follows:

Item No.	Subject of each matter to be considered	Reason for passing this resolution in relation to each matter	Grounds under Section 48(1) for the passing of this resolution	When the item can be released into the public
7.1	Bus Driver Wages	Withholding the information is necessary to protect information where the making available of the information would be likely to unreasonably prejudice the commercial position of the person who supplied or who is the subject of the information; Withholding the information is necessary to enable any local authority holding the information to carry out, without prejudice or disadvantage, commercial activities; Withholding the information is necessary to enable any local authority holding the information to carry on, without prejudice or disadvantage, negotiations (including commercial and industrial negotiations).	48(1)(a)(i) Section 7 (2)(b)(ii); 48(1)(a)(i) Section 7 (2)(h); 48(1)(a)(i) Section 7 (2)(i).	To remain in public excluded.

von Dadelszen/Thomass

CARRIED

8. Consideration of Items not on the Agenda

8.1

Regional Public Transport Plan Hearings Subcommittee Minutes – 17 and 19 August 2022

Resolved

That the Public Transport Committee:

1 Confirms the Regional Public Transport Plan Hearings Subcommittee Minutes – 17 and 19 August 2022 as a true and correct record.

von Dadelszen/Nees

CARRIED

8.2

Regional Public Transport Plan Hearings Subcommittee Deliberations Minutes – 31 August 2022

Resolved

That the Public Transport Committee:

1 Confirms the Regional Public Transport Plan Hearings Subcommittee Deliberations Minutes – 31 August 2022 as a true and correct record.

von Dadelszen/Turner

CARRIED

11.51 am – the meeting closed.

Confirmed 7 OCTOBER 2022

Cr Andrew von Dadelszen

Chairperson, Public Transport Committee

Fiona McTavish

Chief Executive - Bay of Plenty Regional Council

28.4 Minutes of last meeting before election (Standing Orders)
The Chief Executive and the relevant Chairpersons must sign, or agree to have their digital signature inserted, the minutes of the last meeting of the local authority, its committees and subcommittees before the next election of members.



Report To:	Public Transport Committee
Meeting Date:	21 March 2023
Report Authoriser:	Mike Seabourne

Chairperson's Report

Executive Summary

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

The report includes updates on:

· National and local context including bus driver terms and conditions, return to full timetable, sustainable public transport framework, bus decarbonisation feasibility study and contestable fund, security, contract renewal of 85 connector bus service and Bethlehem Coachlines change of ownership

Recommendations

That the Public Transport Committee:

1 Receives the report, Chairperson's Report.

1. Purpose

The purpose of this report is to make Committee members aware of items of interest in relation to public transport.

2. Matters of Potential Interest

2.1 Council Updates and National Context

2.1.1 Bus Driver Terms and Conditions Update

All bus operators contracted to run Bay of Plenty Regional Council managed services have applied the $28 driver wage uplift, except ND Kiwi Tours (Kate’s Kabs) who opted out.

An all-parties Memorandum of Understanding (MoU) has been developed by Waka Kotahi for Public Transport Authorities (PTAs). This relates to the improving bus driver terms and conditions initiative under the Climate Emergency Response Fund (CERF). In essence the MoU:

· Defines the next viable step(s) a region intends to take towards improving the bus driver terms and conditions (e.g. increase hourly rates, implement split shift allowances, and/or implement penal rates for work after 9pm).

· Records the agreement of the relevant parties to work in good faith to implement the next step(s).

· Must be signed by all relevant parties (i.e. Public Transport Operators (PTOs), Unions, and Public Transport Authorities) as a prerequisite for accessing government share funding.

We are currently meeting with all PTOs and Unions to seek agreement and will progress with seeking CERF Funding Approval subject to agreements being confirmed.

2.1.2 Return to Full Timetable Update

NZ Bus have advised they will have enough drivers, including an 18% buffer in driver numbers, to operate a hybrid timetable (i.e. ~95% full timetable) by late April 2023, and enough to return to a full timetable at the earliest in July 2023. We are actively working on all the moving parts needed to achieve these milestones, which will include public communications and may delay this date.

2.1.3 Sustainable Public Transport Framework (SPTF) Update

In August 2022, the Government announced the establishment of the Sustainable Public Transport Framework (SPTF) to replace the current Public Transport Operating Model (PTOM).

Enacting the SPTF requires legislative change through amendments to the Land Transport Management Act 2003 (LTMA), to be led by Te Manatū Waka Ministry of Transport (MOT), and the development of enabling and supporting operational policy, to be delivered by Waka Kotahi. Until such time as the LTMA is amended, the legal requirements of PTOM remain in effect.

A Partner Reference Group is being established, with representation from Waka Kotahi, Ministry of Transport (MoT), Public Transport Authorities (PTAs), Public Transport Operators (PTOs), and Unions, to provide a forum for input into programme content and direction.

Technical working groups, comprising of suitably experienced sector representatives, are also being established to seek sector input to policy design, i.e., workforce, assets and operating model, reporting and partnership, and on-demand and exempt services.

2.1.4 Bus Decarbonisation Feasibility Study Update

Budget for the development for a bus decarbonisation study was secured through the BOPRC Long Term Plan 2021-31 and began mid-2022.

There are two key drivers for the bus decarbonisation work:

· Central Government guidance and targets, including the Emission Reduction Plan (ERP) target to fully decarbonise the public transport fleet by 2035. Funding of $50M for bus decarbonisation has also been made available through the Climate Emergency Response Fund (CERF).

· All BOPRC public bus fleet service contracts are coming up for renewal between 2024-27, making it timely to consider bus decarbonisation options and pathways.

The decarbonisation work programme itself has been dived into four distinctive phases:

· Phase 1: Baseline assessment

· Phase 2: Technical assessment & option analysis

· Phase 3: Programme Business Case (PBC) development

· Phase 4: Detailed Business Case (DBC) development

Phase 2, the technical assessment, has now been completed. Part of the assessment, four different decarbonisation options for the Bay of Plenty public bus fleet were considered in further detail:

1. Battery electric buses (BEBs)

2. Hydrogen fuel cell buses (HFCB)

3. Renewable diesel buses

4. Biomethane buses

This programme of work has significant implications for Council and staff continue to develop which is option, or a combination of options, are to be taken onto the next phases of work.

The work programme will continue into the PBC development phase during 2023.

2.1.5 Bus Decarbonisation Contestable Fund

There is initial Government support to Regional Councils to achieve bus decarbonisation is through a $50m contestable fund over four years, as part of a total provision of $130m package over 12 years through the Climate Emergency Response Fund (CERF).

Staff will seek funding for the workstream above and keep the Committee updated of any opportunity that this presents to the Bay of Plenty region.

2.1.6 Security Update

There has been an increased number of youths at Farm Street during before and after school hours because of an increase of services running at these stops (i.e., five urban routes and 13 school routes). We have recently been advised of a few incidents involving youth and requiring Police attendance. As a result the following change was made effective on Monday, 13 February 2023:

· Two guards are in place between 0700 and 0900 and again between 1400 and 2000 Monday to Friday.

The changes provide a more comprehensive cover and support surrounding the increasing youth element in the area. There is no change in costs with implementing the changes.

Staff are working with Tauranga City Council on a transition away from providing BOPRC-led security services at Farm and Durham Streets. This will be discussed at the next Tauranga Public Transport Joint Committee on 5 April 2023.

2.1.7 Contract Extension of 85 Connector Bus Service

The contract for the Waihi Beach passenger transport service, which has been running since October 2015, will be up for renewal in June 2023. The service provides two-day per week critical link between Waihī, Waihī Beach and Katikati, in a continuous loop.

The average monthly patronage over the past six months has been 80, with SuperGold Card holders making up half of these passengers (approximately 10 passengers per day when in operation). This is comparable with other routes across the region that link isolated communities together, such as Matatā.

The ‘Accessibility’ policy in the Regional Public Transport (RPTP) provides specifically for public transport services that provide access to essential community goods and services.

These services are designed to provide the rural transport-disadvantaged in areas outside the Tauranga and Rotorua urban areas with access to essential community goods and services.

Staff have extended the service for a further 12 months to allow collaboration with Waikato Regional Council on a more permanent solution which potentially involves changing and extending the service into the Waikato Region. Funding for this service has already been included in the 2023-2024 Annual Plan and this extension allows staff A progress update will be provided later in 2023.

2.1.8 Bethlehem Coachlines Change of Ownership

On 1 December 2022, Tranzit Coachlines took over ownership from Bethlehem Coachlines. We have signed the novation agreement following the completion of the required due diligence process and see it as a positive move.



Report To:	Public Transport Committee
Meeting Date:	21 March 2023
Report Writer:	Melissa Winters, Senior Network Planner
Report Authoriser:	Mike Seabourne, Director, Public Transport
Purpose:	The purpose of this report is to seek approval to commence Community Engagement on plans to refresh the bus network in Tauranga.

Tauranga Bus Network Refresh - Part 2

Executive Summary

Staff are seeking permission from the Public Transport Committee to commence engagement with the community on Part 2 of the Tauranga Bus Network Refresh.

Part 1 of the Tauranga Bus Network Refresh was implemented in November 2021 and focused on the public transport network in Pāpāmoa and Mt Maunganui.

Plans for Part 2 of the refresh (covering the rest of the urban Tauranga area) have now progressed to a point where community engagement is required.

At the direction of the Public Transport Committee, staff will commence community engagement on the proposed refresh as soon as possible.

Recommendations

That the Public Transport Committee:

1 Receives the report, Tauranga Bus Network Refresh - Part 2; and

2 Approves community engagement.

1. Introduction

The planning phase of the Part 2 refresh has now been completed and approval is being sought to proceed with community engagement. This will give the community the opportunity to view the proposal and provide feedback on the proposal.

A high-level scope for Part 2 of the Tauranga Bus Network Refresh was presented at the Public Transport Committee meeting on 21 November 2021, and approval was given to commence planning work on this project.

Timeframes on this project have been impacted by the bus driver shortage being felt across New Zealand.

1.1 Legislative Framework

Regional Council is responsible for funding public transport services under Part 5 of the Land Transport Management Act 2003 (LTMA).

The overall purpose of the LTMA is to contribute to an effective, efficient, and safe land transport system in the public interest. Section 115 of the LTMA includes a set of principles that are intended to guide the actions of regional councils in undertaking their public transport functions.

These principles are:

· Regional councils and public transport operators should work in partnership to deliver the public transport services and infrastructure necessary to meet the needs of passengers.

· The provision of services should be coordinated with the aim of achieving the levels of integration, reliability, frequency, and coverage necessary to encourage passenger growth.

· Competitors should have access to regional public transport markets to increase confidence that services are priced efficiently.

· Incentives should exist to reduce reliance on public subsidies to cover the cost of providing services; and

· The planning and procurement of services should be transparent.

1.2 Alignment with Strategic Framework

A Vibrant Region	We lead regional transport strategy and system planning, working with others to deliver a safe and reliable public transport system.
The Way We Work	We continually seek opportunities to innovate and improve.

The proposed refresh project is a critical aspect of our remit to improve public transport services within existing budgets, as a potential precursor to future improvements through business cases. The refresh approach is about the better design of networks, services, and operational activities to meet passenger needs for reliable and convenient services.

1.2.1 Community Well-beings Assessment

Dominant Well-Beings Affected

þ Environmental

Medium - Positive

þ Cultural

Low - Positive

þ Social

Medium - Positive

þ Economic

Low - Positive

Efficient and accessible bus services make a strong contribution to community well-being – particularly for people who do not have access to a private car. Buses therefore provide an essential social service which enables people to access jobs, education, shops, friends, and leisure opportunities. Buses can move significantly greater numbers of people per unit area of road-space, compared with a private car. With the recent declaration of a climate emergency, there is an imperative to encourage people away from private cars.

2. The Proposal

2.1 Scope of work

The area covered in this project is the west and south of Tauranga City, including Matua, Otumoetai, the CBD, Greerton, Pyes Pā, The Lakes/Tauriko, Ohauiti and Welcome Bay.

The study area includes all Tauranga Urban routes that were not included in the Bus Network Refresh – Part 1 project, namely:

· 1: Pyes Pā to Tauranga City.

· 40: Welcome Bay to Tauranga City.

· 51: Pyes Pā to Tauranga Crossing.

· 52x: The Lakes Express.

· 59: Greerton to Tauranga City (via Watling Street).

· 60: Cambridge Heights to Tauranga City.

· 62: Bethlehem to Tauranga City.

· 70: Matua to Tauranga City (via Ngatai Road).

· 71: Matua to Tauranga City (via Brookfield).

· 72a and 72b: Otumoetai to Tauranga City; and

· Crosstown (CT): Bayfair to Tauranga Crossing.

This refresh has proposed implications on services to the east of the city, namely:

· 5: Tauranga City to Bayfair (via Mount Maunganui)

· 20: Te Puke to Bayfair

· 21: Mount Maunganui to Pāpāmoa Plaza

2.2 Objectives and Key Challenges

2.2.1 Objectives

The objectives of the refresh project are as follows:

1. Understand current service performance issues which are affecting reliability and convenience of bus services and leading to sub-optimal outcomes for passengers.

2. Make necessary changes to services in response to these issues, within current budgets.

3. Assess the quality of existing publicity material and make necessary changes to improve legibility and understanding of the network.

4. Identify any service improvements that require significant increases to budgets; and make appropriate recommendations to Councillors.

2.2.2 Challenges

The refresh project aims to address known challenges in the current public transport network in Tauranga, including (but not limited to):

· Confusion at Greerton bus stops on Chadwick Road, with buses to the CBD departing on both sides of the road.

· High number of buses travelling around Matua.

· The need for a direct bus route along Cameron Road via Greerton to Tauranga Crossing.

· Interaction of buses with the Farm Street interchange, including the use of Leander Street for layovers.

Work to improve timetable legibility that started in the Part 1 refresh project will be continued to ensure that the whole region follows the same design principles.

2.3 Key features

A report detailing each proposed route, including route descriptions and frequencies, is appended to this paper.

Key features of the proposed solution are:

· A high frequency (15 min peak and 20 min off-peak/weekend) service linking Tauranga Crossing with Greerton, the full length of Cameron Road, Tauranga CBD, and Mt Maunganui.

· Improved transport options for accessing key destinations such as Bethlehem Town Centre, Brookfield Shopping Centre, Mt Maunganui, Tauranga Hospital and Tauranga Crossing.

· Clarity around bus stop usage at Chadwick Road / Greerton.

· Service 20 from Te Puke to terminate at Pāpāmoa Plaza rather than Bayfair, with passengers wishing to access Tauranga CBD able to transfer to Service 2B / 2W. This has the added advantage of removing Service 20 buses from Farm Street and Leander Street.

· Reduction in the number of buses travelling on Links Avenue and Farm Street.

· Removal of buses from Totara Street and optimising the use of the bus lanes on Hewletts Road.

· A new timetable layout following international best practise guidelines.

3. Considerations

3.1 Risks and Mitigations

The key risks and mitigations are set out in the following table:

Table 1: Risks and Mitigations

*No.*	*Risk*	*Inherent risk*			*Mitigating actions*	*Risk treatment*	*Residual risk*
*No.*	*Risk*	*Likelihood*	*Impact*	*Total*	*Mitigating actions*	*Risk treatment*	*Likelihood*	*Impact*	*Total*
1	Pressure from residents to change routes which adversely impact customer accessibility	H	H	H	Collection, analysis, and presentation of robust data needs to provide clear evidence of customer impacts in relation to any changes	Mitigate	L	L	L
2	Residents may be disappointed with the conclusions of the work	H	M	M	Preparation of a Communications Plan will identify the key stakeholders and consider the key messages in the event of a likely adverse reaction	Mitigate	H	M	M
5	The scope of bus routes in the project brief may not consider inter-dependencies with other routes (for example in relation to inter-working and interchange)	M	M	M	The scope of routes may be increased if inter-dependencies become apparent Having partner team members on the project team	Accept	L	L	L

3.2 Climate Change

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

Increasing the level of bus use, and reducing travel by private car, will assist in reducing per capita carbon emissions. The optimisation work strongly supports other initiatives being brought before this committee, namely:

· Bus fleet decarbonisation; and

· Regional Public Transport Plan (RPTP).

3.3 Implications for Māori

Improvements to the public transport network through the optimisation project have the potential to deliver positive effects for Māori around accessibility and provision of transport options. This is particularly in locations where there are higher proportions of Māori in the local population. Public transport services can provide Māori better access to essential services, including employment and education opportunities, and health care services.

Connecting with Māori in gaining insights into public transport is particularly important in projects that have the potential to affect services to Māori communities.

A communications and engagement plan will clearly identify key groups or audiences (e.g., iwi / hapū groups, Māori as bus users) and how best to engage. Opportunities for working with other agencies on engagement events and processes will be pursued.

3.4 Community Engagement

CONSULT

Whakauiuia

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

Community engagement is an essential element of the optimisation project, and will take the form of:

· Surveys and engagement with bus passengers (both regular and occasional).

· Formal public consultation on proposed service changes.

· Tools used for this consultation will include surveys, information via our website, flyers, social media, and public signage.

3.4.1 Consultation Questions

Overall feedback will be welcomed, as well as responses to specific questions that will help shape the final route and timetable design.

Some aspects of the proposal that may be tested with the community are:

· Should Service 20 continue to travel to Bayfair, or be shortened to finish at Pāpāmoa Plaza?

· Should Service 25 (old CT/Crosstown route) continue to travel to Tauranga Crossing, or be shortened to finish at Chadwick Road (Greerton)?

· Should consideration be given to extending the operating hours of services?

3.5 Financial Implications

If the recommendation is adopted by Council, will it result in:

If the answer is ‘no’ to both questions please select the dropdown option 1 and complete appropriately.

If the answer is ‘yes’ to either question please select “Budget Implications” in the building block below and liaise with your Management Accountant in order to complete the Financial Impact table.

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

The aim of optimisation is to make improvements within existing budgets.

4. Next Steps

Next Steps: What next? What resources are needed? Further analysis? Timeframes ahead. Any consultation planned. Remind Council of the process ahead. Next update to Council?

Conclusion: Short concluding remarks. Referring back to recommendations. No new content.

In advance of formal approval to move to the consultation phase, staff have been proactive in preparing. For example, draft timetables are being prepared and consultation documentation is being designed.

Initial discussions with NZ Bus and Tauranga City Council (as the infrastructure owner) have been held, and a joint project team will be established.

Following approval of this report, the team will commence the work as outlined in this report.

The aim is to undertake formal public consultation on proposed service changes in April 2023.

Attachments

Attachment 1 - Tauranga Refresh Part 2 - Detailed Proposal ⇩



Report To:	Public Transport Committee
Meeting Date:	21 March 2023
Report Writer:	Melissa Winters, Senior Network Planner
Report Authoriser:	Mike Seabourne, Director, Public Transport
Purpose:	To seek approval to commence implementation of this project, noting that it is dependent on the completion of infrastructure improvements by other agencies.

Rotorua Bus Network Refresh

Executive Summary

Following community engagement held in May 2022, the Rotorua Bus Network Refresh project is now complete and ready for implementation.

Implementation is dependent on the installation of seven “critical” bus stops and 15 “very important” bus stops. Fifteen of these are on local roads controlled by Rotorua Lakes District Council and seven are on State Highways controlled by Waka Kotahi.

Approval is being sought from this committee to proceed to implementation of the new network and will allow staff to collaborate with our partners to progress infrastructure changes and set milestones towards ‘go live’.

Recommendations

That the Public Transport Committee:

1 Receives the report, Rotorua Bus Network Refresh; and

2 Approves implementation plans as recommended.

1. Introduction

The Rotorua bus network has been under review because of concerns over the long-term decline in patronage, and a recognition of the need to revise a network that has been the same since 2016.

Previous committee direction and action is summarised as follows:

Date	Direction / Action from Public Transport Committee
27 November 2020	Public consultation on the Rotorua Public Transport Review prioritised for autumn 2021
07 March – 07 April 2021	Public consultation on the Rotorua Public Transport Review took place[1]
27 May 2021	Noted results of public consultation and inclusion of the “Balanced Network” option in the council’s Long-Term Plan (LTP).
26 August 2021	Noted content of Strategic Direction report, which included the Rotorua bus network refresh.
30 November 2021	Noted that public consultation on the Rotorua Bus Network Refresh would take place mid-2022.
26 April to 24 May 2022	Public Consultation period.
22 June 2022	Received a report on the initial findings of the consultation.

1.1 Legislative Framework

Regional Council is responsible for funding public transport services under Part 5 of the Land Transport Management Act 2003 (LTMA).

1.2 Alignment with Strategic Framework

A Vibrant Region	We lead regional transport strategy and system planning, working with others to deliver a safe and reliable public transport system.
The Way We Work	We deliver value to our ratepayers and our customers.

The refresh project is a key project within the public transport work programme of the Regional Council. The aim of the refresh project is to make better use of ratepayer funding, by making services more attractive to the passenger.

1.2.1 Community Well-beings Assessment

Dominant Well-Beings Affected

þ Environmental

þ Cultural

þ Social

þ Economic

· Environment – When buses are well-used, they emit significantly less greenhouse gas emissions per passenger kilometre compared with single-occupancy private car.

· Cultural – Bus services serve communities with high Māori populations and are an essential service for people who do not have access to a private car.

· Social – Bus services provide access to jobs, education, services, and social opportunities without the need for a private car.

· Economic – If well-used buses are very efficient users of road space compared with single-occupancy private car

2. Rotorua Bus Network Refresh

2.1 Background

The current network has 11 individual routes which radiate out from the CBD. They all run at a 30-minute frequency for approximately 12 hours per day, with lower frequencies at weekends. The last major change was in 2016 when the route to Toi Ohomai Campus was divided into routes 11 and 12 and the frequency was increased.

The number of passenger journeys has been declining since 2015, with possible reasons cited as increasing traffic congestion and withdrawal of free tertiary fares. The 2020 figure is partly explained by COVID-19 and has continued to decline into 2021.

The first stage of this Refresh project involved technical work as detailed in a paper presented to this committee on 30 November 2021. Community Engagement undertaken in 2022 further informed the outcomes of the project.

Route design and timetables work has now been completed. Five routes have been designed as per figure 1: map of new Rotorua public transport network.

Figure 1: map of new Rotorua public transport network

Note that Tahi (1) has two route descriptions at the Ngongataha end of the route, otherwise they are identical. The timetable is designed to alternate between the two Ngongataha routes, with one covering Western Road, Pioneer Road, School Road, Hood Street and Wikaraka Street, and the other covering Waitetī Road, Leonard Road, Landscape Drive, Ranginui Street and Wikaraka Street.

Other changes from the first proposal (following community engagement) are:

· The inclusion of Rimuvale Street and Orion Street on Wha (4).

· Use of Devon Street instead of Sumner Street on Tahi (1).

· Inclusion of Vaughan Road on Rima (5).

2.2 Infrastructure requirements

Planning work has identified thirty-eight new bus stops required to support the implementation of this plan, together with the removal or relocation of twenty-three existing bus stops.

Thirteen of these new bus stops are located on State Highways (5, 30, 30a and 36) and therefore are controlled by Waka Kotahi. The remaining twenty-five are on local roads controlled by Rotorua Lakes District Council (RLDC).

Seven bus stops have been identified as crucial to the implementation of this project:

· Two on Amohau Street, one outside and one opposite the entrance to Central Mall. Amohau Street is State Highway 30A (Waka Kotahi). Each is required to be long enough to service three buses at a time and provide shelter for passengers.

· One on Arawa Street, between Rangiuru & Tutanekai Streets.

· One on Lake Road to support the lakefront loop on Rima (5).

· One on Pohutukawa Drive (approx. No. 7).

· One on Rimuvale Street (approx. No 28).

· One on Mohi Crescent (fronting the reserve).

Of the remaining thirty-one bus stops, fifteen have been identified as “very important” to the success of the new network. A further sixteen have been identified as ‘nice to have’ and do not need to be in place before the new network is implemented.

Both RLDC and Waka Kotahi have begun their processes to progress the infrastructure work that supports the implementation of this project.

2.3 Waka Kotahi ‘Transport Choices’ funding

In response to the actions required in the Government’s Emissions Reduction Plan, Waka Kotahi sought expressions of interest (EOIs) from approved organisations (AOs) seeking investment from the Transport Choices package. 

The Transport Choices Package provides funding of up to $350m for climate change response actions. BOPRC was successful in being awarded funding through Transport Choices Package for the following components of this project:

· Installation of bus stops and shelters on Amohau Street (SH30A)

· Provision of high -quality shelters at landmark Rotorua locations

o Rotorua lakefront

o Toi Ohomai (Mokoia campus)

o Arawa Street (northbound side on block between Rangiuru Street and Tutanekai Street)

o Rotorua Airport

· Supplementary funding for Rotorua Lakes District Council’s bus shelter improvement programme

· Transport Demand Management (TDM) to support the success of the refreshed network (including activities like engaging with businesses, promoting public transport, running campaigns, events, and activities, and exploring innovative ways to raise awareness of the new and improved services).

2.4 Implementation Plan

An implementation date cannot be set until there is more certainty around the installation of infrastructure to support this network change. The timeline below shows the lead time required prior to implementation.

3. Considerations

3.1 Risks and Mitigations

Stakeholder Risks

With any change to the network, some people will have faster and more direct journeys, whilst others may be adversely affected. This risk has been mitigated through community consultation and subsequent changes to the proposed network to address major concerns.

Communications

As with any change, communication will be important to ensure that people understand what the revised network looks like, and how it could benefit them. Testing and refining key messages with partners like Rotorua Lakes Council will be important.

Infrastructure

Several new bus stops are required to be installed prior to implementation of this new network. Early conversations are underway with both Rotorua Lakes District Council and Waka Kotahi to ensure that this work is completed in a timely manner.

The agencies responsible for the installation of infrastructure will need to confirm exact locations, undertake necessary design work, and engage with stakeholders as required.

3.2 Climate Change

The aim of this section is to ensure your thinking and assumptions around climate change are explicit and to provide visibility as to how our work relates to climate change. Consider:

Use the building block below when considering Climate Change implications.

Crtl + click for guideline material.

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

Promotion of bus travel will make an important contribution to reducing greenhouse gas emissions from transport.

3.3 Implications for Māori

Existing bus users depend on a reliable and efficient bus service to access employment, education, social services, and opportunities. Not only does Rotorua have a large Māori population but a diverse one as well, and it is imperative for communications and engagement regarding route changes to reach these diverse communities.

Ongoing time and resource need to be allocated to fully assess the needs of Māori public transport users and non-users, and to identify barriers or opportunities to increase public transport use.

3.4 Community Engagement

Further engagement with the community on the routing of bus services is not required as the recommended proposal / decision has already been through a consultation period (May 2022).

3.5 Financial Implications

If the recommendation is adopted by Council, will it result in:

If the answer is ‘no’ to both questions please select the dropdown option 1 and complete appropriately.

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

4. Next Steps

Next Steps: What next? What resources are needed? Further analysis? Timeframes ahead. Any consultation planned. Remind Council of the process ahead. Next update to Council?

Conclusion: Short concluding remarks. Referring back to recommendations. No new content.

Subject to approval from this committee, the next steps are:

· Work with Waka Kotahi on the design and installation of landmark bus stops and shelters using funding provided through the Transport Choices package.

· Support Rotorua Lakes District Council as they follow their processes for the addition of new bus stops and shelters.

· Set a start date for the changes and work with the bus operator to ensure they understand the new network.

· Significant internal work is required to update the ticketing system, website, and printed timetables etc., and plan marketing and communications strategies.

· Keep the Committee updated with progress regarding the implementation of the refreshed network.



Report To:	Public Transport Committee
Meeting Date:	21 March 2023
Report Writer:	Bron Healey, Principal Advisor, Transport
Report Authoriser:	Mike Seabourne, Director, Public Transport
Purpose:	To initiate a discussion on the costs and benefits of providing free fare days and to adopt a consistent policy position for future initiatives.

Provision of Free Fares

Executive Summary

The Bay of Plenty Regional Council (BOPRC) has, in the recent past, provided free fares on public transport on certain days on a case-by-case basis. The intent of this report is to initiate a discussion about the relative costs and benefits of providing free fare days in the interests of adopting a consistent policy position for Council going forward.

Previous research commissioned by BOPRC highlights the costs and risks of free fare initiatives. The research suggests that free fares for all users are a ‘blunt’ policy instrument for attracting new customers, particularly shifting car drivers to public transport, and may in fact have the counter-productive effect of drawing more users from other sustainable modes such as walking and cycling.

An assessment against the operative Regional Public Transport Plan (RPTP) indicates one-off network free fares days are inconsistent with several policies in the Plan. The recommendations from the research and the policy direction in the RPTP are to move towards more targeted initiatives and fare offerings.

A targeted fare system, when combined with complementary measures such as parking charges and increasing the speed, frequency, and reliability of services, is more likely to deliver on longer-term strategic goals such as mode shift and emissions reduction than one-off free fares days.

Analysis shows no discernible impacts on patronage arising from recent free fares days, while costs were carried by Council and rate payers in terms of revenue foregone. The report also discusses the operational implications of providing free fare days, including impacts on data collection.

The recommendation is to place a hold on any further decisions to support network-wide free fares days pending completion of the regional fare review and development of decision-making criteria on Council support for special events. Next steps are to expedite delivery of these actions.

Recommendations

That the Public Transport Committee:

1 Receives the report, Provision of Free Fares.

2 Notes the costs and risks of providing free fares highlighted in previous research commissioned by Council;

3 Notes that the policy direction in the operative Regional Public Transport Plan is to move towards more targeted initiatives and fare offerings;

4 Notes that longer term strategic goals such as mode shift and emissions reduction are most likely to be achieved when a targeted fare system is complemented by measures such as parking charges, and increasing the speed, frequency and reliability of public transport;

5 Agrees to place a hold on any further decisions to support network-wide free fares days pending completion of Regional Public Transport Plan actions to undertake a regional fare review and develop decision-making criteria on support for special events;

6 Notes this does not preclude consideration on a case-by-case basis of more targeted initiatives that may include free or discounted fares on public transport for specific events, providing they are consistent with policies in the Regional Public Transport Plan.

1. Introduction

The Bay of Plenty Regional Council (BOPRC) has in the recent past provided free fares on public transport on certain days on a case-by-case basis. These initiatives have often been as a result of requests to support events coinciding with occasions such as public holidays, or to promote public transport as a travel option in conjunction with specific events. Recent examples have included:

· ANZAC Day

· World Car Free Day 2022

· Waitangi Day 2023

Requests are made to support events or provide free fares on a fairly regular basis, and consequently, there is a need to have a clear decision-making framework and criteria to assist staff with providing consistent responses to these requests.

This intent of this report is to initiate a discussion about the relative costs and benefits of providing free fare days in the interests of adopting a consistent policy position for Council going forward.

1.1 Legislative Framework

BOPRC is responsible for funding and contracting public transport services under Part 5 of the Land Transport Management Act 2003 (LTMA).

1.2 Alignment with Strategic Framework

A Vibrant Region

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

1.2.1 Community Well-beings Assessment

Dominant Well-Beings Affected

þ Environmental

Medium - Positive

þ Cultural

Medium - Positive

þ Social

Medium - Positive

þ Economic

Medium - Positive

Public transport has positive social and economic outcomes for our communities. Well planned and effective public transport enables people of all ages and abilities to access a wide range of social and economic activities.

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

Public transport also contributes to positive cultural outcomes (refer to the Implications for Māori section of this report).

This report raises questions whether providing free fare days has a material impact on these outcomes, or whether more targeted initiatives would have more positive impacts across the four well-beings.

2. Recent free fare initiatives

2.1 Waitangi Day

At the Public Transport Committee (PTC) meeting in November 2021, He Iwi Kotahi Tauranga Moana Charitable Trust requested that Council consider providing fare free services across the region on Waitangi Day. Staff supported this initiative at the time, although free fares on Waitangi Day 2022 were not provided due to COVID-19 impacts. Free fares were subsequently provided on Waitangi Day 2023.

2.2 World Car Free Day 2022

On World Car Free Day, 22 September 2022, BOPRC provided free bus services all day as part of a behaviour change promotional and marketing campaign to encourage more people to use public transport. Free services were supplemented by free coffee vouchers for bus users at public transport hubs in Tauranga, Rotorua, and Whakatane.

2.3 ANZAC Day

In recent years, BOPRC has funded the provision of a small number of buses as part of park and ride arrangements for ANZAC Day dawn services in Tauranga and Mount Maunganui. This initiative has been run in conjunction with Tauranga City Council. BOPRC staff have agreed to continue this arrangement for 2023, pending adoption of a longer-term policy position by BOPRC.

3. Policy Context

3.1 Previous Research

In 2019, BOPRC engaged MR Cagney to provide strategic advice on the following topics of relevance to this report:

1. Value proposition of fare-free initiatives; and

2. Fare product options

3.1.1 Value proposition of fare-free initiatives

This paper highlighted several costs and risks that transport agencies should consider when considering fare-free policies.

· Free fares are financially costly and hence are often difficult for transport agencies to sustain without new funding sources;

· Free public transport does encourage increased use but much of the ridership growth will be new ‘induced’ trips or people shifting from walking or cycling rather than from driving [the ‘mode shift’ our strategic policy is seeking to achieve];

· Free fares can cause peak crowding to become more severe, which can require additional service costs or discourage some existing users; and

· If a fare-free scheme is funded through service reductions, or by foregoing service expansions, it may consequently lead to a net reduction in patronage.

However, subject to those caveats, the paper did find that reducing public transport fares or providing fare-free products can increase public transport patronage and, at the margin, encourage some mode shift from driving.

Some additional considerations highlighted in the MR Cagney work included:

· The evidence suggests that free fare policies work best when they are combined with a range of other initiatives to encourage more people to use public transport, for example, introducing parking charges in town centres and increasing the frequency and speed of services.

· Research suggests that people are willing to pay a fair price for a quality service. The people that public transport needs to attract – car users – already pay lot of money to buy and run their car. This suggests that the focus should be on a providing a quality service rather than a free service.

· International experience also indicates that the best outcomes may be achieved if bus fares are set at levels which are reasonably competitive with the cost of driving, with discounts or incentives for loyal or frequent customers, and concessions for people who don’t have the option of using other types of transport for physical or economic reasons.

3.1.2 Fare product options

This paper highlights some of key goals for developing public transport fare policy, including:

1. Maintain or increase revenue

· The Regional Council depends on charging fares to partially recover the cost of funding public transport services.

· Reducing or eliminating fares will require additional or alternative funding to be made available to replace fare revenue.

2. Maximise patronage / PT mode share

· Fare levels have a direct impact on patronage: all other factors being equal; higher fares push patronage down and lower fares push it up.

· Reduced or free fares may only have a short-term impact on patronage whereas service improvements (improved comfort, frequency and reliability) are likely to lead to more sustained patronage increases over the longer term.

3. Offer simplicity

· Simplicity entails minimising the variety of fare types and products to help make public transport easier for customers to understand and use.

4. Use network resources efficiently

· Fare structures can be designed to encourage or discourage customers from using public transport when surplus capacity is available. For instance, off-peak discounts on fares can be used to incentivise passengers to retime their journeys, increasing use during the middle of the days and evening to make better use of this surplus capacity.

5. Be ‘fair’ or ‘equitable’

· People on lower incomes or fixed incomes may be less able to afford public transport. It may be considered equitable to provide targeted subsidies or offers to these people to ensure their ability to reach employment, education, and social services.

The paper also outlines a range of fare product options that could be implemented in the Bay of Plenty (pending further investigation). These formed the basis of the fare pricing initiatives listed in RPTP Policy 7.3 discussed below.

3.2 Waka Kotahi Policy

Most public transport services provided by Regional Councils in New Zealand are funded from a combination of three sources:

· Fares received from customers;

· Regional Council funding e.g. revenue from rates; and

· Financial assistance from the National Land Transport Fund (money collected from fuel taxes, road user charges etc.) which is administered by Waka Kotahi (New Zealand Transport Agency).

Waka Kotahi has policies which guide the decisions it makes about providing financial assistance for the services that Regional Councils contract. As a major source of funding for public transport, Waka Kotahi policies are important considerations when Regional Councils make decisions about setting fares.

3.2.1 Waka Kotahi draft public transport fares investment policy (2020)

In general terms, this draft policy does not support fare-free public transport due to the additional financial pressure it can place on the public transport system, and the potential for more capacity (e.g., additional services) being required.

Instead, Waka Kotahi supports investment in improving public transport services (especially frequency) as a means of increasing the use of services, rather than reducing or removing fares. Expanding public transport coverage and increasing service frequency are also recommended to improve peoples’ access to jobs, education, health, and other opportunities.

3.2.2 Waka Kotahi draft RPTP guidelines for regional fare policy development (2020)

These are being developed to guide Regional Councils when they prepare their RPTPs. The guidelines encourage the inclusion of objectives in RPTPs that show how regional fare policy will deliver and balance:

· financial sustainability (helping to fund costs so that services can be provided within available funding limits);

· transport system efficiency (fares and ticketing influence how much people are encouraged to use public transport instead of cars); and

· equity (the extent to which fares enable people to fully participate in society).

3.3 Bay of Plenty Regional Public Transport Plan 2022 (RPTP)

BOPRC adopted the RPTP in September 2022. Fare and pricing policy in the RPTP was informed by the emerging Waka Kotahi policy and the previous research outlined in the preceding sections.

The RPTP vision is: more people using convenient, accessible public transport that enhances their lives, supports urban transformation and regional connectivity, while reducing our collective impact on the environment.

The vision is supported by the following key objective areas:

Objective 7 - Fares and pricing is to achieve: an equitable fare and pricing system that attracts new customers and rewards frequent use.

This is the objective most directly relevant to the topic of providing free fares, while noting there are also strong policy drivers in the RPTP to:

· support mode shift and reduce transport emissions;

· provide convenient and accessible public transport;

· deliver value for money; and

· provide an excellent customer service to grow passenger numbers

Objective 7 is supported by a suite of policies and actions designed to achieve its goal.

Policy 7.1 - Fare principles states that the following principles will be applied when developing and reviewing public transport fares and pricing in the region:

· Simple – the fare system is simple and consistent across services and networks.

· Customer focused – the fare system is easy for the customer to understand and use.

· Equitable – fare pricing is weighted according to ability to pay.

· Incentivised – fare pricing and initiatives are designed to increase patronage and reward frequent use.

· Balanced – the fare system achieves an appropriate balance between the goals of:

i. social equity;

ii. transport system efficiency; and

iii. financial sustainability.

Policy 7.3 - Fare pricing initiatives includes a commitment to explore a range of innovative pricing initiatives to encourage more frequent use of public transport including, but not limited to:

i. Fare capping

ii. Expanded off peak discounts

iii. Group based discount schemes

iv. Employee schemes

v. Loyalty credits

vi. Mobility subscriptions

Policy 7.5 - School students commit Council to implementing a system of fare free travel for school students subject to a range of considerations and requirements.

It is also important to note that RPTP fares and pricing actions include the commitment to undertake a comprehensive region-wide fare review to give effect to the RPTP fares and pricing policies. This has been identified as a priority in the current BOPRC transport planning work programme.

Other RPTP policies of relevance to the consideration of free fare days include:

Policy 2.11 - Special events states that Council will consider providing public transport services for special events where there are clear community benefits and costs can be fully covered by passenger fares and the event organisers.

Where there are opportunities and benefits for promoting public transport, such as exposing non-users to the benefits of public transport, the Regional Council may support delivery of public transport for special events by:

i. undertaking promotional/marketing activities; and

ii. leveraging the existing public transport network through provision of discounted travel for specific purposes with a limited duration.

There is an associated action to develop a set of more comprehensive criteria for when the Regional Council will provide support for public transport to special events.

Policy 5.5 - Marketing and promotion is to actively promote public transport to reinforce positive perceptions and influence travel behaviour change in support of mode shift.

There is an associated action to deliver a range of marketing, communications, and community engagement initiatives on an ongoing basis to promote increased public transport use.

4. Discussion

4.1 Policy analysis

The following table analyses the provision of one-off network-wide free fares days against the above RPTP policies. The analysis finds that these initiatives are inconsistent with several policies.

RPTP Policy	Comment
7.1 Fare principles · Simple · Customer-focused · Equitable · Incentivised · Balanced between: - social equity - transport system efficiency - financial sustainability	Arguably, the network-wide provision of free fares for one-off events such as public holidays is inconsistent with several of these fare principles. As the free fares apply to all users, they are not weighted according to a person’s ability to pay. Consequently, a regular customer who may be quite happy to pay the full fare, benefits the same as a potential user for whom price might be a barrier. The free fare also only lasts for one day, so it provides no ongoing incentive for the potential user to continue using public transport, nor does incentivise the regular user to take public transport more frequently. Finally, as the cost of providing the free fare days is borne by Council, and ultimately by the ratepayer, it is difficult to argue that the initiative provides an appropriate balance between financial sustainability and other public transport goals, particularly as the patronage impacts (and therefore potential to achieve mode shift and reduced emissions) appear to be extremely limited.
Policy 7.3 Fare pricing initiatives · Fare capping · Expanded off peak discounts · Group based discount schemes · Employee schemes · Loyalty credits · Mobility subscriptions	This policy envisages the delivery of more targeted initiatives to increase patronage by incentivising frequent use and addressing social equity issues by focusing on user groups most in need of discounted fares. Again, a universal free fares day does not appear to fall within the initiatives recommended in this policy.
Policy 7.5 School students	This policy recognises the broader social and transport system benefits of encouraging school students to use sustainable transport options to get to and from school. As such, it is targeted at a certain category of users for certain times of the day, rather than having universal application on a one-off basis.
Policy 2.11 Special events	This policy is predominantly focused on events where the costs of providing services can be recovered from fares and event organisers. It also recognises that in cases where there are opportunities to expose non-users to public transport, Council may provide promotional/ marketing support or consider discounts for a specified purpose and time. Free fares days across the network would appear to fall well outside the scope of this policy which seeks to at least partially recover costs from users, and be targeted at trips made for a specific purpose and time (for example, free or subsidised trips for AIMS Games participants would likely fall within the remit of this policy).
Policy 5.5 Marketing and promotion	Free fares on public holidays and other one-off events such as World Car Free Day are certainly a means of promoting public transport and reinforcing positive perceptions, particularly if non-users are encouraged to take public transport for the first time and familiarise themselves with the system. However, there are questions whether such initiatives lead to any discernible changes in travel behaviour in support of mode shift or other longer-term objectives.

4.2 Impacts on patronage

4.2.1 Waitangi Day 2023

Figure 1 shows public transport patronage for Waitangi Day and several days either side for 2021, 2022, and 2023 respectively.

Figure 1: Public transport patronage – Waitangi Day and adjacent days 2021-23

The figures show that low numbers of people used public transport on Waitangi Day in all three years. However, it is difficult to draw any strong conclusions by directly comparing the patronage data for several reasons, including:

· Timetable: 2021 and 2022 were on a full timetable of services, while 2023 was on a reduced timetable.

· Day of the week: Waitangi Day fell on a Saturday in 2021, a Sunday in 2022 and a Monday in 2023.

· Travel restrictions: there were COVID-19 related travel restrictions in place in 2022.

Despite this, all other factors being equal, the figures do not appear to show a significant impact on patronage arising from providing free fares on Waitangi Day 2023.

4.2.2 World Car Free Day 2022

Figure 2 shows a comparison of passenger numbers between World Car Free Day (Thursday, 22 September 2022) and ‘typical’ Thursdays in the months before and after the free fares initiative. School holiday periods were 9-24 July and 1-16 October, accounting for the patronage troughs during these weeks.

While patronage on World Car Free Day was 5% higher than the average Thursday patronage for this period (excluding school holidays), there is no obvious spike in numbers, and patronage is actually lower than the two preceding Thursdays.

Again, the figures suggest that the one-off free fare initiative on World Car Free Day had no measurable impacts on patronage.

Figure 2: Public transport patronage on Thursdays, 7 July – 14 November 2022

4.3 Operational considerations

The implementation of one-off free fares days requires several operational arrangements to be made. This includes ensuring the free fares day is clearly communicated to all bus operators and their drivers.

In the cases of World Car Free Day 2022 and Waitangi Day 2023, the free fares were not able to be programmed into the ticketing system in advance, so operators were asked to instruct drivers to disable the tag on/tag off equipment, so customers didn’t inadvertently tag-on and get charged a fare in error. In cases where drivers have forgotten to disable the system, there is extra administration involved in retrospectively reconciling customer cards.

Disabling the tag on/tag off system also has significant implications for data collection. Drivers are required to revert to a manual count of passengers. This leads to potential inconsistencies in the collection of patronage data (total counts; passenger categories etc.) and a loss of data richness, for example, the origin/destination data that is collected through the Bee Card system. This means the data collected on that day is not directly comparable with data collected on all other days on the network.

4.4 Conclusions and recommendations

This report has considered the provision of free fares on a ‘one-off’ basis to support travel on public holidays and to and from special events. In some cases, these free fares are network-wide and apply to all users regardless of whether they are attending an event or not.

The relative costs and benefits of free fares have been highlighted in previous research commissioned by Council. Emerging Waka Kotahi policy has been considered, and the free fare initiatives have been assessed against relevant policies in the operative RPTP. The patronage impacts and operational implications of recent initiatives have also been considered in the report.

At face value, the provision of free fares on the public transport network on certain days such as public holidays and to support special events provide an attractive and ‘feel good’ means of encouraging people onto public transport.

However, as free fares or services don’t attract national funding, the costs of provision must be borne by the Regional Council, and ultimately by regional ratepayers (see 5.5 financial implications). The question is whether these initiatives are an effective means of delivering Council’s longer term strategic goals, such as achieving mode shift and emissions reduction, while still providing value for money.

The research suggests that free fares for all users are a ‘blunt’ policy instrument for attracting new customers, particularly shifting car drivers to public transport, and may in fact have the counter-productive effect of drawing more users from other sustainable modes such as walking and cycling.

The recommendations from the research and the policy direction in the operative RPTP are to move towards more targeted initiatives and fare offerings that are simple, customer-focused, equitable, provide incentives for frequent use, and achieve an appropriate balance with financial sustainability.

Initiatives that deliver on these principles, when combined with complementary measures such as introducing parking charges in town centres and increasing the frequency and speed of services, are more likely to deliver on longer-term strategic goals such as mode shift and emissions reduction than one-off free fares days.

As noted in the report, the RPTP includes two key actions to provide additional clarity on fare policy and Council decision-making on support for special events:

· Undertake a comprehensive region-wide fare review to give effect to the RPTP fares and pricing policies.

· Develop a set of more comprehensive criteria for when the Regional Council will provide support for public transport to special events.

Consequently, the recommendation in this report is to place a hold on any further decisions to support network-wide free fares days pending completion of the regional fare review and development of decision-making criteria on support for special events.

This does not preclude consideration on a case-by-case basis of more targeted initiatives that may include free or discounted fares on public transport for specific events, providing they are consistent with policies in the RPTP.

5. Considerations

5.1 Risks and Mitigations

The following table shows potential risks and mitigations that have been identified.

*Risk*	*Mitigations*
Some partner agencies and some sectors of the community may be disappointed if the Council turns down requests for free fares in support of events.	· Communicate the rationale for suspending the provision of free fare days. · Continue to consider requests for targeted free or discounted fares on a case-by-case basis providing the initiative is consistent with RPTP policies.
There may be a general public expectation of free fares on certain public holidays based on previous experience.	· Expedite technical work and develop a communications plan once a new fare system and criteria on providing support for special events have been developed.

Risk

Mitigations

Some partner agencies and some sectors of the community may be disappointed if the Council turns down requests for free fares in support of events.

· Communicate the rationale for suspending the provision of free fare days.

· Continue to consider requests for targeted free or discounted fares on a case-by-case basis providing the initiative is consistent with RPTP policies.

There may be a general public expectation of free fares on certain public holidays based on previous experience.

· Expedite technical work and develop a communications plan once a new fare system and criteria on providing support for special events have been developed.

5.2 Climate Change

Public transport contributes to reduced GHG emissions because many people in one vehicle produce less emissions than the same number of people in several cars. GHG emissions are reduced further when the public transport trip is in a zero-emission vehicle.

As noted in the report, mode shift and emissions reductions goals are most likely to be achieved by a simple, customer-focused, equitable, incentivised and financially sustainable fare system, complemented by measures such as parking charges and increasing the speed and frequency of public transport.

5.3 Implications for Māori

Public transport has positive effects for Māori through improved accessibility and choice of transport options. This enables Māori to have better access to essential services and opportunities, including employment, education, and health care both within major urban centres and between smaller settlements and larger centres.

Free fares on days such as Waitangi Day will benefit Māori, much as they will for all members of the population who use public transport to access events.

However, Māori are also likely to benefit from a more sustainable fare system that provides socially equitable access on an ongoing basis. Suspending one-off network-wide free fares on days such as public holiday does not preclude consideration of more targeted initiatives in support of events that are important to Māori.

5.4 Community Engagement

INFORM

Whakamōhio

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

5.5 Financial Implications

If the recommendation is adopted by Council, will it result in:

If the answer is ‘no’ to both questions please select the dropdown option 1 and complete appropriately.

One-off free fares days are generally not factored into public transport operating budgets. Implementing the recommendation is likely to save the Council costs.

$6,200 in fare revenue was collected from 3,500 passengers on Waitangi Day 2021. Just over 3,800 passengers were carried on public transport on Waitangi Day 2023, meaning revenue foregone of approximately $6,800 based on 2021 figures.

6. Next Steps

Next Steps: What next? What resources are needed? Further analysis? Timeframes ahead. Any consultation planned. Remind Council of the process ahead. Next update to Council?

Conclusion: Short concluding remarks. Referring back to recommendations. No new content.

The next steps will be to expedite delivery of the following two key actions in the RPTP:

· Undertake a comprehensive region-wide fare review to give effect to the RPTP fares and pricing policies.

· Develop a set of more comprehensive criteria for when the Regional Council will provide support for public transport to special events.



Report To:	Public Transport Committee
Meeting Date:	21 March 2023
Report Writer:	Chris Brewer, Team Leader - People Experience and Projects
Report Authoriser:	Mike Seabourne, Director, Public Transport
Purpose:	To provide an overview of the Bus User and Non-User Surveys for Public Transport in the Bay of Plenty.

Bus User and Non-User Surveys

Executive Summary

These surveys are undertaken to assist Council to better understand the perceptions, attitudes and awareness of users and non-users of urban and rural bus services in Tauranga, Rotorua, Eastern and Western Bay of Plenty to underpin improvement of bus services and an increase in bus patronage.

Overview of some key findings of the user surveys:

· User satisfaction with public bus services has declined from 80% in 2020 to 68% in 2022.

· Seven in ten respondents (70%) are likely to advocate for the use of public transport to a friend or colleague.

· There’s a slight increase in the awareness of the Transit App (69% in 2020 compared to 73% in 2022).

· The most common suggestions for service improvements relate to the frequency and improved reliability of service.

· Most non-user respondents (64%) cited convenience as the principal reason for using private transport instead of public transport.

Recommendations

That the Public Transport Committee:

1 Receives the report, Bus User and Non-User Surveys.

1. Introduction

The bus user satisfaction survey is conducted every year and the non-user survey should be conducted every three years to meet Waka Kotahi requirements. The surveys were not completed in 2021 due to a combination of capacity constraints, and a turbulent public transport operating environment because of the ongoing effects of Covid-19. However, throughout 2021, Council utilised mystery shoppers and analysed customer contact centre feedback to continuously improve its public transport services.

Council commissioned Key Research to survey bus users in Tauranga, Rotorua, Eastern and Western Bay of Plenty to establish their overall satisfaction with their local public transport service and their most recent bus trip. Key Research also surveyed non-users of the public bus service to assist Council in better understanding the perceptions, attitudes, and awareness of non-users of bus services in Tauranga, Rotorua, Eastern and Western Bay of Plenty to increase bus patronage.

The bus user survey sampled 866 people: Tauranga (647), Rotorua (183), Eastern Bay (19), Western Bay (17). The non-user survey consisted of 590 telephone interviews with non-users of the public bus service in Tauranga (295), Rotorua (197), and Rural Western/Eastern (98), aged 15 years or older. Surveys and interviewing took place between 16 November and 13 December 2022. For the purposes of this research, a ‘non-user’ is defined as someone who does not use a local public bus at least once every fortnight.

The results will be used to improve our public transport services.

1.1 Legislative Framework

Waka Kotahi requires contract performance measures to be included in partnering requirements. This is detailed in the procurement manual for activities funded through the National Land Transport Programme.

Performance data is to be reported at least once every three years and specifies that Councils measure public transport customer satisfaction by undertaking a survey to ensure results are comparable across operators, modes, and regions.

Prior to the 2022 surveys, the last bus user and non-bus user surveys were conducted in 2020.

1.2 Alignment with Strategic Framework

A Healthy Environment
Freshwater for Life
Safe and Resilient Communities
A Vibrant Region	We lead regional transport strategy and system planning, working with others to deliver a safe and reliable public transport system.
The Way We Work	We continually seek opportunities to innovate and improve.

1.2.1 Community Well-beings Assessment

Dominant Well-Beings Affected

þ Environmental

Low - Positive

þ Cultural

Low - Positive

þ Social

Medium - Positive

þ Economic

Medium - Positive

2. Bus User and Non-User Surveys

3. The primary objective of the research is to understand bus users' perceptions, attitudes and awareness of services and use the findings to improve local bus services and increase bus patronage.

The objectives of the non-bus user research is to:

· To determine the reasons for non-use of the local public bus services

· To identify changes required by non-users for them to consider using public transport

· To identify likelihood of using buses in the future

· To uncover if those with disabilities, or who travel with young children, or a young child in a pushchair, experience problems or perceive problems when travelling on local public buses

· To compare results with previous years and provide recommendations that will inform strategic decision-making processes going forward.

3.1 Key Findings of the Bus User Survey

3.1.1 Observations

The overall performance rating was 68%, down from 80% in 2020. This is a value perception rating, combining efficiency, on-board experience and value for money. It was noted that respondents in rural areas are more likely to be satisfied overall with the bus service than their counterparts in urban areas.

· Overall On-board Experience 72% (â from 85% in 2020)

· Efficient way to Travel 67% (â from 79% in 2020)

· Value for Money 80% (â from 81% in 2020)

· Slightly less than half of users (49%) evaluated the local public transport service in the region very positively, this is significantly lower than 2020 (76%). Seven in ten people (70%) are likely to recommend public transport use to others, again significantly lower than 2020 (88%).

· Eight in ten trips (80%) are associated with: getting to and from work 43% (up from 22% in 2020); shopping 19% (down from 22% in 2020); and leisure activities 18% (down from 26% in 2020). Use of the bus service for leisure activities during the weekend was twice as high than in weekdays.

· Of those who completed the survey, females were much more likely to be travelling on weekdays, males were more likely to travel on weekends, and those aged 25-44 were more likely to be riding at peak times (37%). The results indicate significantly higher female bus use across all time categories for both rural and urban.

· A much greater proportion of users (62%) were using the Bee card than any other form of payment. This has increased significantly since the 2020 survey (43%). Correspondingly, SuperGold card holders, as a proportion of users, appears to have decreased significantly since 2020, down to 18% from 48%. Less than one in five bus users (17%) paid for bus services with cash.

· If there was no bus service available, a motor vehicle is the alternative for most passengers (24% will drive themselves and 17% will be a passenger in a motor vehicle). Just over two in ten respondents (23%) would have not made their trip if there was no bus available.

· Travel time for trips considering the distance the greatest influence on a users’ perception of efficiency. The cleanliness of the bus and the overall comfort of the bus seats are the aspects which have the greatest influence on a users’ perception of the onboard experience.

3.1.2 Technology

· Almost three in four bus users are aware of the Transit App (72%), which is up from 69% in 2020. Of those users who are aware of the app, 65% are likely to use it.

· The awareness of the free Wi-Fi service has declined in general but there are significant differences between Tauranga and Rotorua users. Tauranga users (57%) are less likely to be aware of the free Wi-Fi while Rotorua users (78%) are much more likely to be aware of the free Wi-Fi. Almost one in three bus users who are aware of the free Wi-Fi service somewhat or strongly prefer to use a bus that has this service.

3.1.3 Suggested improvements

Service frequency and the reliability of services were the most suggested improvement areas for the bus service.

3.2 Key Findings of the Non-User Survey

3.2.1 Observations

· More than half of all respondents (62%) stated local bus services are low cost to use. A quarter of the population stated that using the bus eliminates parking costs (25%).

· 67% of respondents would consider using the public bus service in the future, down from 74% in 2020. A greater proportion of Tauranga respondents (74%) are likely to consider using the service than Rotorua respondents (59%).

· More frequent/regular buses, reliable services, and an improved timetable (18%), changes to existing routes, and more direct and quicker routes (13%) were the improvements most likely to be mentioned by respondents to improve the public bus services.

· Most respondents (64%) have cited convenience as the principal reason for using private transport instead of public transport. When asked what makes private transport more convenient, most respondents noted that it gives them freedom to travel wherever they want (66%).

· Almost three in ten (29%) respondents have heard about the Transit App while 50% have or are aware of the Bee Card. Respondents in Tauranga are more likely to be aware of the Transit App and Bee Card than those in Rotorua.

4. Considerations

4.1 Risks and Mitigations

· The results were more reflective of the Bay of Plenty demographic than 2020, although the timing of the surveys meant we missed tertiary aged bus users. We are looking at aligning the timing with the school and tertiary year.

· The demographics between 2020 and 2022 surveys changed significantly, with the 25-44 year age group now accounting for almost one third of bus users (28%). The 65+ age group made up most of the sample population in 2020. This should be considered when interpreting the results.

· A significant decline in patronage numbers, due to the reduced timetable, meant interviewers were seeing many of the same bus users, which lengthened the survey period. A return to full timetable should see patronage numbers increase before the 2023 survey commences.

· Interviewer feedback suggests the Covid-19 resurgence at the time of the survey meant the more at-risk bus users were not as comfortable being close to the interviewers. Key Research is looking to provide additional survey methods during the 2023 surveys.

4.2 Climate Change

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

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

4.3 Implications for Māori

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

4.4 Community Engagement

INVOLVE

Whakaura

To work directly with affected communities throughout the process to ensure that their issues and concerns are consistently understood and fully considered in Council’s decision making.

4.5 Financial Implications

There are no material unbudgeted financial implications and this fits within the allocated budget. The costs for ongoing bus user and non-user surveys are provided for in the annual and long-term plans and subsidised by Waka Kotahi.

5. Next Steps

· Staff are prioritising the Tauranga Refresh Phase 2, Rotorua Refresh, and bus recovery projects in 2023. Feedback from these surveys will help inform decisions associated with the planning and implementation of these projects.

· Mitigative actions as noted above will be actioned prior to the 2023 bus user and non-user survey commences.

Attachments

Attachment 1 - 2022 BOPRC Bus User Survey FINAL REPORT - PDF ⇩

Attachment 2 - 2022 BOPRC Non-User Bus Survey FINAL REPORT - PDF ⇩

Chairperson	Cr Andrew von Dadelszen
Deputy Chairperson	Cr Lyall Thurston
Members	Cr Malcolm Campbell Cr Jane Nees Cr Ken Shirley Cr Paula Thompson
External Members Two Tauranga City Council representatives One representative each: Rotorua Lakes Council Western Bay of Plenty District Council Whakatāne District Council All of whom are voting members. One Waka Kotahi NZTA non-voting representative	Commissioner Stephen Selwood Commissioner Bill Wasley Cr Conan O’Brien Mayor Tania Tapsell (Alternate) Mayor James Denyer Deputy Mayor John Scrimgeour (Alternate) Cr Andrew Iles Cr Gavin Dennis (Alternate) Jessica Andrew Sarah Roberts (Alternate)
Ex Officio	Chairman Doug Leeder
Quorum	Six members, consisting of more than half the number of voting members of which four must be BOPRC members
Meeting frequency	Quarterly