Regional Transport Committee Agenda

NOTICE IS GIVEN that the next meeting of the Regional Transport Committee will be held via Zoom (Audio Visual Meeting) on:

Tuesday 15 March 2022 COMMENCING AT 9.30 am

 

This meeting will be livestreamed and recorded.

The Public section of this meeting will be livestreamed and recorded and uploaded to Bay of Plenty Regional Council’s website. 

The livestream will be available on Council’s YouTube channel: Bay of Plenty Regional Council - YouTube

 

Fiona McTavish

Chief Executive, Bay of Plenty Regional Council Toi Moana

7 March 2022

 


 

Regional Transport Committee

Membership

Chairperson (BOPRC)

Cr Lyall Thurston

Deputy Chairperson (BOPRC)

Cr Jane Nees

Cr Norm Bruning (Alternate)

Members

 

Kawerau District Council

Mayor Malcolm Campbell

Deputy Mayor Faylene Tunui (Alternate)

Ōpōtiki District Council

Mayor Lyn Riesterer

Cr David Moore (Alternate)

Rotorua Lakes Council

Mayor Steve Chadwick

Deputy Mayor David Donaldson (Alternate)

Tauranga City Council

Commissioner Anne Tolley

Commissioner Stephen Selwood (Alternate)

Western Bay of Plenty District Council

Mayor Garry Webber

Deputy Mayor John Scrimgeour (Alternate)

Whakatāne District Council

Mayor Judy Turner

Deputy Mayor Andrew Iles (Alternate)

External Members

 

New Zealand Transport Agency

Alternate member to be nominated by NZTA appointed member

David Speirs

Cole O’Keefe (Alternate)

External Members (non-voting)

 

KiwiRail

Angus Hodgson

Helen Rogers (Alternate)

External Advisors (non-voting)

 

Environmental Sustainability Advisor

Glen Crowther

Freight Advisor

John Galbraith

Road Safety Advisor

Inspector Brent Crowe – Roading Police Manager

Port Advisor

Dan Kneebone – Property and Infrastructure Manager

New Zealand Automobile Association

Vacant

Ex Officio

Chairman Doug Leeder

Quorum

Five members, consisting of more than half the number of members

Frequency

Quarterly

Purpose

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

Role

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

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

·            Adopt a policy that determines significance in respect of:

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

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

·            Monitor implementation of the regional land transport plan.

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

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

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

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

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

·            Monitor and provide advocacy on regional road safety matters.

Committee Procedures

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

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

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

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

Power to Act

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

Power to Recommend

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


Regional Transport Committee                                              15 March 2022

Recommendations in reports are not to be construed as Council policy until adopted by Council.

Agenda

1.      Apologies

2.      Public Forum – Mike Faulkner/ Rick Nicholson: Highway options for State Highway 29

3.      Items not on the Agenda

4.      Order of Business

5.      Declaration of Conflicts of Interest

6.      Minutes

Minutes to be Confirmed

6.1      Regional Transport Committee Minutes - 5 November 2021                                     1

7.      Reports

7.1      Chairperson's Report                               1

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

Attachment 2 - Precis of Consultation Document “Driving Change: Reviewing the Road User Charges System”,  Te Manatū Waka, Ministry of Transport                                                                 1

7.2      Waka Kotahi NZ Transport Agency Quarterly Update                                     1

Decisions Required

7.3      Regional Land Transport Plan variation  1

Attachment 1 - Variation to RLTP -  AMP's        1

Information Only

7.4      Regional Land Transport Plan - Annual Monitoring and Dashboard                      1

Attachment 1 - RLTP Key Performance Indicators - Results                                                 1

Attachment 2 - RLTP Appendix 3 - KPIs             1

7.5      The development of a Transport Emission Reduction Plan (TERP) for the Bay of Plenty                                            1

8.      Consideration of Items not on the Agenda

9.                 Verbal update opportunity from Committee Members and Advisors

 

        


Regional Transport Committee Minutes

5 November 2021

 

Regional Transport Committee

Open Minutes

Commencing:             Friday 5 November 2021, 9.30 am

Venue:                         Via Zoom (Audio Visual Meeting)

Chairperson:               Cr Lyall Thurston - Bay of Plenty Regional Council

Deputy Chairperson:  Cr Jane Nees - Bay of Plenty Regional Council

Members:                    Mayor Malcolm Campbell - Kawerau District Council, Deputy Mayor Faylene Tunui – Alternate, Kawerau District Council, Mayor Steve Chadwick - Rotorua Lakes Council (from 9.48 am), Mayor Lyn Riesterer - Ōpōtiki District Council, Mayor Garry Webber - Western Bay of Plenty District Council, Commissioner Stephen Selwood – Alternate, Tauranga City Council, David Speirs - Waka Kotahi, Angus Hodgson – KiwiRail

In Attendance:            Bay of Plenty Regional Council: Namouta Poutasi – General Manager, Strategy and Science, James Llewellyn – Transport and Urban Planning Manager, Lorraine Cheyne - Team Leader, Transport and Urban Strategy, Amanda Namana – Committee Advisor

                                                      External: Dan Kneebone – Port of Tauranga Advisor, Glen Crowther – Environmental Sustainability Advisor, Simon Sinclair – NZ Police (from 11:30 am), Ben Ormsby – Ministry of Transport, Dave Brash – Independent Consultant, Jess Andrew –Regional Manager System Design, Waka Kotahi, Alastair Cribbens - Principal Planning Advisor, Spatial System Planning, Waka Kotahi

Apologies:                  Chairman Doug Leeder – Bay of Plenty Regional Council, John Galbraith – Freight Advisor, Inspector Brent Crowe – NZ Police Road Safety Advisor, Helen Rogers – KiwiRail, Mayor Garry Webber – Western Bay of Plenty District Council (early departure)

Please note: This meeting was livestreamed and recorded and can be accessed on Council’s YouTube channel: Regional Transport Committee - 5 November 2021 - YouTube

 

1.     Apologies

Resolved

That the Regional Transport Committee:

1       Accepts the apologies from Chairman Doug Leeder, John Galbraith, Brent Crowe, Helen Rogers and Mayor Webber (for early departure) tendered at the meeting.

Thurston/Riesterer

CARRIED

2.     Order of Business

Agenda item 8.2 was to be taken before agenda item 8.1 to accommodate the arrival of presenters.

3.     Declaration of Conflicts of Interest

None declared.

4.     Minutes

Minutes to be Confirmed

4.1

Regional Transport Committee Minutes - 14 September 2021

 

Resolved

That the Regional Transport Committee:

1       Confirms the Regional Transport Committee Minutes - 14 September 2021 as a true and correct record.

Nees/Webber

CARRIED

5.     Reports

5.1

Chairperson's Report

Chair Cr Thurston and General Manager Strategy and Science Namouta Poutasi presented this item.

Key Points:

·       Advised that the work programme had been updated to include matters requested by the Committee at the previous meeting, in particular the funding and financing component

·       Kainga Ora had notified applicants of the outcome for expressions of interest applications to the Infrastructure Acceleration Fund (IAF).

Key Points - Members:

·       Noted that the Hamilton to Auckland passenger rail business case had not specifically been requested by the Committee.

 

Items for Staff Follow Up:

·       Provide further detail to a future meeting regarding the proposed timeframe for development of the Ministry of Transport (MoT) high level business case for Hamilton to Auckland inter-regional passenger rail being extended to Tauranga

·       Page 54 of the Future for Local Government Review interim report referenced the development of collaborative regional plans and strategies, with structures adopted that built upon the learnings from  regional land transport committees and emerging urban growth partnership models – staff to provide a report to a future meeting about what is meant by this and what the implications were for the Committee and operations going forward.

 

Resolved

That the Regional Transport Committee:

1       Receives the report, Chairperson's Report;

2       Notes the revised Regional Transport Committee work programme, including future funding and financing opportunities such as Road Pricing across land transport; and

3       Requests staff draft letters on behalf of the Committee, in support of those Council applications that have made the second stage of Kainga Ora’s Infrastructure Acceleration Fund process, including Ōpōtiki District Council, Rotorua Lakes Council, Western Bay of Plenty District Council and Tauranga City Council.

Webber/Nees

CARRIED

6.     PRESENTATIONS

6.1

KiwiRail: Rail Network Investment Programme (RNIP)

Presentation: Rail Network Investment Programme: Objective ID A3967257

Manager Policy and Shareholder Angus Hodgson presented this item.

 

Key Points of Presentation:

·       Provided an overview of Minister Woods’ RNIP statement, the delivery of the RNIP programme and how success would be monitored

·       Development of the forward works programme

·       Outlined projects included in the RNIP

·       3 Year Programme – Rail Network Activity Class, the focus being on foundational infrastructure

·       Provided an update on regional commuter rail investment priorities

·       Outlined broader investment planned

·       Noted the key initiatives for RNIP in the Bay of Plenty.

9.48 am Mayor Chadwick entered the meeting.

Key Points - Members:

·       Encouraged tourism links, including rapid rail for Taupō and Rotorua with Auckland being included in any long term thinking

·       Expressed concern that some of the overarching pricing strategies may drive freight volumes onto the road

·       The line between Kawerau and Tauranga was viable but expressed concern over costs to transport timber compared to paper

·       Queried whether there could be a way of ensuring environmental costs of freight by road were covered and that KiwiRail could offer a competitive pricing advantage.

In Response to Questions:

·       Advised that electrification of the North Island network was feasible

·       KiwiRail were interested in the concept of electrification between Auckland and Tauranga due to major benefits to be realised from large freight volumes

·       The timeframe for this was uncertain due to the work  needed to be undertaken to identify how long it would take and the amount of capital involved

·       There were other options to consider for moving large freight volumes with a lower emissions approach and locomotive technology was advancing quickly – KiwiRail continued to be interested in electrification but other ways may be identified to achieve similar benefits

·       The best way to get regional priorities e.g. Rotorua to Auckland tourism links through was via the next NZ Rail Plan

·       Waka Kotahi had funding available for business cases on different transport initiatives

·       Part of the commercial strategy was to ensure pricing offered the next best alternative to using the road

·       Agreed to respond directly to Mayor Campbell about his specific concerns for Kawerau

·       Always interested in moving people by rail – the case for any new service required working through costs, demand, a business case and a rail plan.

Resolved

That the Regional Transport Committee:

1       Receives the presentation, KiwiRail: Rail Network Investment Programme.

Thurston/Webber

CARRIED

 

6.2

Ministry of Transport: Hamilton to Tauranga inter-regional passenger rail business case

Presentation: Hamilton to Auckland Intercity Connectivity: Objective ID A3967256   

Senior Advisor, Placemaking and Urban Development Ben Ormsby presented this item.

 

Key Points of Presentation:

·       Provided history on the origin of the Hamilton to Auckland business case

·       Highlighted the progression of the indicative business case (IBC) and timeline

·       Outlined what was required to complete the IBC and in identifying a preferred way forward

·       Continued investigation into the possible extension to Tauranga.

Key Points - Members:

·       Noted that Taupō and Rotorua were members of the Upper North Island Strategic Alliance (UNISA) and should be included in consideration of the extension to Tauranga

·       Increasing passenger rail could have a negative impact on the ability of moving more freight via rail - would not like to see this sacrificed.

·       Confirmation was requested that there was capacity for passenger rail

·       The Port of Tauranga requested that any work into investigating feasibility of passengers onto the existing rail network ensured that freight did not get displaced, and to take note of the Port’s initiative of the inland port at Ruakura

·       There was potential that patronage volumes on metro rail could be significantly greater

·       Acknowledged the housing and transport crisis in Tauranga, queried what role rail could have in enabling greater density on a corridor and providing passenger service into the future.

In Response to Questions:

·       For the Hamilton to Auckland business case, rail came out the strongest but this may not be true for the Hamilton to Tauranga case – the full range of transport modes would be considered and the best outcome would not necessarily be a rail solution

·       From a technical planning perspective, rail was one option that may support denser growth in Tauranga City but would need to go through a business case to see whether that level of investment could be justified.

Resolved

That the Regional Transport Committee:

1        Receives the presentation, Ministry of Transport: Hamilton to Tauranga inter-regional passenger rail business case.

Thurston/Nees

CARRIED

 7.    Reports (Continued)

7.1

Waka Kotahi NZ Transport Agency Quarterly Update

Presentation: Waka Kotahi Quarterly Update: Objective ID A3967412

Director Regional Relationships David Speirs presented this item.

Key Points of Presentation:

·       If there were no further Covid-19 Alert Level 4 lockdowns, the cost escalations due to Covid-19 should be manageable within the National Land Transport Plan (NLTP) window of funding

·       Approximately 300 police were occupied with Level 3 boundary monitoring, which impacted upon other services such as road policing

·       The ability to bring in skilled labour in the transport and infrastructure sectors was impacted by the current tight labour market

·       An agreed procurement process was being worked through for an ultimate national single ticketing system for public transport

·       The Emissions Reduction Plan was out for public consultation

·       Work was continuing on Māori bilingual traffic signage - this was a large programme with significant safety implications to be considered.  The signs would be replaced in a phased approach as they came up for maintenance/ replacement

·       The Eastern Bay of Plenty was the next sub-region section to be developed within the Bay of Plenty Mode Shift Plan

·       Identifying where safety improvements could make the biggest difference in saving lives was part of the delivery of the Road to Zero programme.

Key Points - Members:

·       Tauranga City Council would be preparing a submission during the emissions reduction consultation process, highlighting the effect road pricing could have in achieving a swift reduction in carbon emissions

·       Suggested a case study be put together on the way Waka Kotahi had progressed property purchases - commended the consultation process, the team that was established and the way they operated to complete the purchases.

In Response to Questions:

·       In areas where there where marae, schools, Urupa etc there were bespoke solutions required and these were all part of the Safety Improvement Programme

·       The current focus for the Hewletts Road sub-area transport system plan was to enable safe cycling, and the extension would be included in the business case process.

 

Resolved

That the Regional Transport Committee:

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

Thurston/Riesterer

CARRIED

 

10.46 am – The meeting adjourned.

 

11.01 am – The meeting reconvened.

 

7.2

Independent Review of why Takitimu North Link Stage 2 was not included in the RLTP 2021-31

General Manager Strategy and Science Namouta Poutasi introduced this item, presented by Independent Consultant Dave Brash.

Key Points:

·       Summarised the findings of the review:

o   The consideration of the RLTP process and whether Takitimu North Link (TNL) Stage 2 was not included was found to be professional and the decision-making reasonable, based upon sound advice

o   Outlined the two key crucial decision points on why TNL Stage 2 was not included in the 2021-2031 RLTP:

§ It was already included in the New Zealand Upgrade Programme (NZUP) funding and Waka Kotahi had made the decision not to include it in National Land Transport Fund (NLTF) funding

§ When the NZUP funding was withdrawn at the last minute in June 2021 the Regional Transport Committee (RTC) had the ability to reconsider but the timeframe was not feasible for the further consultation and changes required

·       There were lessons to be learnt from the advice received from Waka Kotahi and Local Government NZ:

o   Considered that the  RTC had the discretion to prioritise projects irrespective of whether they were put forward by an Approved Organisation (AO) or were funded by other means, however unless a project was formally put forward by the AO concerned it could not be included in the NLTF

o   Given the proliferation of funding buckets available, national advice needed to be looked at again in the future and the guidance changed, so that the question of priority could be separated from funding forms

·       There needed to be more partnership with RTCs and recognition of impacts on the RLTP in the way different funds were currently operated independently.

 

Key Points - Members:

·       The working party members could be confirmed at the next meeting and should identify best practice processes before the end of the triennium, for the benefit of the RTC that undertakes the next RLTP process

·       Would like to see national best practice integrated into the working party outcomes.

 

Resolved

That the Regional Transport Committee:

1       Receives the report, Independent Review of why Takitimu North Link Stage 2 was not included in the RLTP 2021-31;

2       That a working party be established to provide best practice process for the next RLTP review;

Webber/ Chadwick

CARRIED

 

3       Agrees to write to the Minister of Transport to share the findings of the Independent Review of why Takitimu North Link Stage 2 was not included in the 2021-31 RLTP.

Thurston/Riesterer

CARRIED

 

7.3

Regional Land Transport Plan Variations from Waka Kotahi

Tabled Document 1 - RLTP Variation memo from Waka Kotahi received 4 November 2021: Objective ID A3967258

Regional Manager System Design Jess Andrew and Regional Relationships Manager David Speirs presented this item.

Key Points:

·       Noted that the variation memo tabled had not yet been to the Regional Advisory Group (RAG)

·       The Waihi to Ōmōkoroa safety improvements covered an 18km stretch of road which made cost and significance for the median barrier difficult to determine.  This was not a new activity, but a new phase of an existing activity and was over the $20M threshold, with the significance to be determined by the RTC

·       There had also been extensive community engagement and consultation on the median barrier to date, including public open days and engagement opportunities along the corridor

·       The Ōmōkoroa intersection improvements had a lot of complexity and the cost of pre-implementation and implementation was unable to be quantified.

Key Points - Members:

·       There was already a designation in place for the Ōmōkoroa interchange, including drawings completed in 1998 on the solution and significant consultation had previously been undertaken

·       Emphasised the Ōmōkoroa Road/ State Highway 2 intersection as the most critical issue.  The land on the Ōmōkoroa side of State Highway 2 needed to be purchased so that implementation could commence

·       Frustration caused serious accidents and the Ōmōkoroa intersection was one of the most dangerous - fully supported this being addressed urgently.

In Response to Questions:

·       Acknowledged the urgency of the Ōmōkoroa interchange work and noted that it needed refinement to provide further options to address the issues and find the best solution

·       The result of consultation on the Waihi to Ōmōkoroa median barrier  remained mixed due to the controversial nature.  There were those in support for the significant safety benefits and others with concerns over access - the  bulk of these concerns having been addressed with relevant landowners.  The pre-implementation and resource consent aspects of this would require further consultation through other statutory processes.

12.30 pm – Simon Sinclair entered the meeting.

 

Resolved

That the Regional Transport Committee:

1       Receives the report, Regional Land Transport Plan Variations from Waka Kotahi

2       Approves the proposed variations as additions to the Bay of Plenty Regional Land Transport Plan 2021-31, including details outlined in the Waka Kotahi memo dated 4 November 2021:

(a)  SH2 Waihi to Ōmokoroa (Katikati- Ōmokoroa);

(b)  SH2 Ōmokoroa to Te Puna – Corridor Safety Improvements;

(c)  SH33 (Te Ngae Junction to Paengaroa) - TNJ intersection; and

(d)  SH33 Te Ngae Junction to Paengaroa (Corridor Safety Improvements).

3       Determines that the proposed variations are not significant for the purposes of public consultation.

[Webber/Chadwick]

[CARRIED]

 

11.37 am - Mayor Webber withdrew from the meeting.

Information Only

7.4

Comparison between National Land Transport Programme and Regional Land Transport Plan

Transport and Urban Planning Manager James Llewellyn presented this item.

Key Points:

·       Noted a correction to the Executive Summary of the report: The NLTP funded $1.4B in the  Bay of Plenty, rather than $1.4M

·       Still a work in progress with Waka Kotahi and would be regularly reported on in relation to delivery.

Key Points - Members:

·      Strongly commended the funding for the stock effluent disposal facility.

In Response to Questions:

·       The Waka Kotahi low cost low risk programme funding included the Carless Wednesday challenge, for which the funding agreement process was underway with co-funders.

 

Items for Staff Follow Up:

·       Staff to respond directly to the Environmental Sustainability Advisor to clarify the complete list of all the activities. 

 

Resolved

That the Regional Transport Committee:

1       Receives the report, Comparison between National Land Transport Programme and Regional Land Transport Plan.

Thurston/Nees

CARRIED

 

7.5

Mode Shift Plan - Rotorua Lakes District

Team Leader – Transport and Urban Strategy Lorraine Cheyne introduced the report, presented by Director Regional Relationships David Speirs and Principal Planning Advisor, Spatial System Planning Alastair Cribbens.

Key Points:

·       This Mode Shift Plan completed the Rotorua Lakes section of the Bay of Plenty Regional Mode Shift Plan

·       In particular, this section recognised travel choice programmes that acknowledged Rotorua’s unique cultural setting and demographics, as well as the city’s status as an iconic tourist destination.

Key Points - Members:

·       The 2018 census was outdated in terms of the uptake of cycling, walking and public transport use in Rotorua

·       Commended the plan as a positive exercise in working together and looking holistically at modes of transport, focusing on building communities.

In Response to Questions:

·       The Rotorua Mode Shift Plan was a good and robust summary of the current work underway and progressing, whilst recognising that there was more work to be undertaken and developed in the future.

 

Resolved

That the Regional Transport Committee:

1       Receives the report, Mode Shift Plan - Rotorua Lakes District;

2       Endorses the Rotorua Lakes section of the Bay of Plenty Mode Shift Plan.

Chadwick/Nees

CARRIED

 

8.     Verbal Update Opportunity from Committee Members and Advisors

8.1

Glen Crowther – Environmental Sustainability Advisor

 

Key Points:

·       Regionwide and nationwide there was strong concern from within the environmental sector over central government carbon targets in the discussion document

·       Increasing international concern over New Zealand taking the approach of offsetting internationally as opposed to reducing emissions, which had significant implications for transport targets

·       Suggested that the RLTP target of 25% may need to be reconsidered at a future date as to where the Bay of Plenty aligned itself as a region – internationally or nationally.

 

8.2

Bay of Plenty District Police

Presentation: Road Safety update from New Zealand Police: Objective ID A3967261   

 

Senior Sergeant Simon Sinclair provided a regional road safety update to the Committee.

Key Points:

·       Concerning trend emerging of motorcycle fatalities in the region, noting some reasons as motorcycle riders returning to riding with ageing skills, money not spent on travel being used to purchase motorcycles, less experienced riders, more groups of riders on the state highways

·       40-59 years old was the most common age bracket in fatalities across the region, with reductions in the 20-24 year old bracket

·       State highways continued to feature highly in fatality rates, with common causes being inattention, cars crossing the centreline and high speeds

·       A recent checkpoint found one in 80 drivers were above the alcohol limit

·       Impairment was the most common cause of death in Western Bay of Plenty, Eastern Bay of Plenty and Rotorua

·       December 2021/January 2022 focus centred around impairment in popular holiday destinations

·       Speeds of 30-100 kms over any given speed limit were still being regularly detected

·       Highlighted the perception that Police were the end user as the face of speed enforcement and there was a lack of consultation around speed limit management.

Key Points - Members:

·       Expressed safety concerns over an intersection in Ōpōtiki with stop signs which crossed a state highway where excessive speeds had been observed

·       The traffic calming standard needed looking at and was of considerable concern to the community

·       Interested to hear from Waka Kotahi in the future around any work on the resilience of state highways from climate change and what their programme was with regard to the Bay of Plenty regional risk assessment

·       Realistic signage and speeds were key to receiving support and compliance.

 

Item for Staff Follow Up:

·       Inspector Crowe to respond regarding a joint summer campaign with councils regarding speeding.

12.16 pm – the meeting closed.

 

 

Confirmed                                                                                          

                                                                                   Cr Lyall Thurston

Chairperson, Regional Transport Committee


 

 

 

Report To:

Regional Transport Committee

Meeting Date:

15 March 2022

Report Authoriser:

Namouta Poutasi

 

 

Chairperson's Report

 

 

 

Executive Summary

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

 

·            Review of the Road User Charges System discussion document;

·            Regional Travel Demand Management and Behaviour Change update;

·            Road safety education and promotion across the region; and

·          Work programme updates.

 

Recommendations

That the Regional Transport Committee:

1       Receives the report, Chairperson's Report.

 

1.        Purpose

The purpose of this report is to provide RTC members with a summary of topical matters of potential interest in relation to regional transport planning.

 

2.        Matters of Potential Interest

2.1      Review of the Road User Charges System discussion document

Te Manatū Waka, Ministry of Transport has released a consultation document “Driving Change” on reviewing the New Zealand Road User Charges (RUC) System. The Ministry is contemplating changes that would enable road user charges to take into account climate change, to simplify compliance and to make better use of technology.

RUC is a significant source of revenue to the National Land Transport Fund (NLTF).  In the 2020/21 financial year RUC contributed nearly $2 billion in revenue to the NLTF out of a total of $4.3 billion.

Figure 1:      Main sources of revenue for the National Land Transport Fund (NLTF) in 2020/2021

 

The New Zealand RUC system is a national distance-based charging system for use of the road network first designed and introduced in the 1970s, and substantially reviewed in 2012 with the introduction of electronic road user charges (eRUC). The current RUC regime focuses on recovering the costs of damage to the road network.

As well as direct costs and benefits, road transport causes a range of positive and negative impacts and these are referred to as externalities. Externalities can be environmental damage such as air or water pollution, noise pollution, road damage, accidents, or other harms such as congestion.  As the transport industry continues to change and evolve, not least as it confronts the challenge of climate change, the Government is seeking input on options as to how to make better use of RUC to do more than recover the direct costs of vehicle use of the network.  In particular views as to if and how RUC might promote the uptake and use of vehicles with low carbon emissions across both the heavy and light vehicle fleets are sought. A reading of the consultation document reveals that changes to the principles of road using charging principles are likely to be complex, and may be controversial.

Beyond the potential use of RUC to support wider transport policies, the document seeks feedback a range of changes to improve the general functioning of the RUC system, especially so that the application of RUC might to influence the future national vehicle fleet.  The key issues for discussion include:

·     the use, including possible mandating, of eRUC devices to improve productivity and safety compliance either as part of eRUC systems or standalone devices. 

·     A number of partial/exempted RUC considerations including:

Partial RUC rates for vehicles that also use a fuel subject to FED, eg plug-in hybrid electric vehicles (PHEVs).

Partial RUC rate for low emission vehicles after light EV RUC exemption ends, and exempting low emission vehicles from RUC based distance travelled, as opposed to expiring on a defined date for all users.

Exemptions for vehicle combinations where the motive power is from a vehicle exempt from paying RUC.

Extending the heavy EV RUC exemption to support uptake. This is potentially a key consideration for bus decarbonisation.

·     How RUC might be charged for electric and diesel vehicles with a GVM of less than one tonne, ie motorcycles and mopeds; and

·     Other end user/compliance proposals, including adjusting the overweight permit regime; removing the requirement for light vehicle owners to display a RUC licence; allowing for the purchase of RUC licences in amounts less than 1,000km; removing the requirement to display other transport paper labels (motor vehicle licences); allowing the use of historic RUC rates when carrying out an assessment; transitioning CNG- and LPG-powered vehicles into the RUC system; assisting new RUC payers to commence paying RUC; and a uniform compliance framework with increased maximum infringements and infringement/fine ratios.

In addition, the consultation document seeks feedback on a range of minor and technical amendments intended to improve the administration of the RUC system by Waka Kotahi as RUC collector are suggested.

Some changes up for discussion involve changes to the regulations in the RUC Act (2012), which could be implemented in the short-term.  Other changes would require legislative change.  Two months have been allowed for written submissions (to 22 April 2022).  A fuller precis of the Consultation Document is set out in Attachment 2 and a full copy of Driving Change is available here:

https://www.transport.govt.nz/assets/Uploads/RUCDD-2022.pdf

2.2      Regional Travel Demand Management and Behaviour Change Update

The 2021-31 Regional Land Transport Plan (RLTP) includes a commitment from the Regional Council to take a leadership role in improving understanding of the role of Travel Demand Management (TDM) and behaviour change, as a response to the identified strategic priorities:

·     Reducing deaths and serious injuries, 

·     Improving environmental sustainability, 

·     Improving multi-modal access and choice, 

·     Supporting regional growth and 

·     Improving system resilience.

This workstream site in the Terms of Reference of the Bay of Plenty Regional Council Public Transport Committee (PTC), which in November 2021 approved a high-level scope for the TDM programme.  As the programme has interdependencies with a number of activities across a range of classes in the RLTP, and the TDM work is on-going at a sub-regional basis, this update is provided here for the RTC.

A region-wide Working Group was established in late 2021 to undertake initial research and analysis across each of the three sub-regions (Rotorua, Eastern Bay and Western Bay).  Following this, a Scoping Study for each sub-region is being developed which enables a tailored local approach to TDM in each area, including a costed and prioritised three-year TDM programme of interventions.  On completion of the scoping studies more detailed programmes will be developed in conjunction with each of the Districts which will include behaviour change initiatives and recommendations for supporting infrastructure projects.  The Programme will include:

·     An overarching TDM Programme applicable to all districts including campaigns.

·     A package of behaviour change interventions which can be proposed for any available funding.

·     A package of TDM measures (advised by the District Councils) that could be implemented within the three-year delivery timeframe of the TDM Programme, pending resource and funding availability.  Of particular interest is connections between rural communities and urban areas.

·     The practical scope of each intervention, outlining estimated costs, human resource, deliverability and benefits (especially in relation to mode shift from single occupancy private car to more sustainable modes).

·     Support with preparation of material for community engagement

·     Advice on available sources of funding for the Programme and prioritise initiatives against prospective funding.

·     A coordinated, costed, and prioritised three-year implementation programme.

The Scoping Study for the Eastern Bay of Plenty sub-region has been underway since early January and is now mostly complete.   The following feedback has been provided from Whakatāne District Council on the work undertaken to date:

Like much of the country, Whakatāne District is grappling with a range of transport issues from transport poverty in our rural areas to an ever-increasing urgency to take meaningful action on climate change.  Our current transport paradigm is incapable of dealing with these issues and driving significant change in transport behaviour is likely the only solution capable of meeting the growing challenges.

The scoping study has provided an opportunity to examine initiatives suitable for our district to start making these shifts and will be supported through our Active Whakatane Strategy and integrated within the District Wide Transport Strategy, to be developed this year.  We look forward to seeing an implementation programme, across transport partners, that is bold enough to drive the significant changes that are required.

Work has now commenced on the Scoping Study for Rotorua and this will be completed in late March.  The Scoping Study for Western Bay has been tendered and work will commence shortly with expected completion in mid-2022.  As previously noted, while the work sits in the PTC work programme, because of the overlaps and interdependencies with the wider RLTP programme, as well as the implications for RLTP 2024, it is proposed that periodic updates be provided to this Committee, as a matter of interest.

2.3      Regional Road Safety Education and Promotion

Each of the sub regional road safety clusters work with various road safety partners to deliver programmes targeting road safety issues. Attachment 1 includes an update on progress of each area: Eastern Bay of Plenty, Rotorua and the Western Bay of Plenty.

Note a submission was also made by the Eastern Bay Road Safety Operational Group to the Speed Review SH2 Tikitere to Whakatāne.

2.4      Work Programme Updates, Major Projects (not as separate reports), Funding and Financing and NLTP/RLTP 2024

Major Projects

 

Project

Update

1

Tauranga Bus Service and Supporting Infrastructure

Waka Kotahi approved the Point of Entry for the Business Case in late 2021 and Regional Council has approved procurement plan for the SSBC.

This project will report through the Tauranga Joint Public Transport Committee.

2

Tauranga public transport key journeys business case

No information.

3

Tauranga/ WBOP Bus Service Enhancements

Eastern WBOP Bus Network enhancements were introduced in November 2021. Initial work on enhancements to the western parts of the WBOP Bus Network is underway.

Reports to PTC

4

Tauriko West Enabling Works package

No information

5

Tauranga City Centre public transport facility

Scheduled for July 2022-June 2023 (DBC) will be brought forward.

This project will report through the Tauranga Joint Public Transport Committee.

6

Turret and 15th Ave Multimodal improvements

No information

7

Arataki area public transport facility

No information

8

Tauranga Hospital public transport facility

No information

9

Totara Street multimodal improvement

No information

10

Hewletts Rd sub-area accessibility improvements

No information

 

Other

No other updates.

Funding and Financing

Any update to the existing funding situation will be provided separately by Waka Kotahi.

NLTP/RLTP 2024

Waka Kotahi has prepared a draft National Land Transport Plan (NLTP) / Regional Land Transport Plan (RLTP) timeline to support an increasingly lined up approach to the development of the next RLTP. This timeline is being worked on with our partners – Ministry of Transport, Waka Kotahi, and Local Authorities – via the national Transport Special Interest Group (TSIG) to enable better integration of all associated outputs necessary to produce the next RLTP / NLTP.

The RLTP/ NLTP development is often heavily constrained by multiple and complex outputs which can make delivery difficult, however, it is hoped some of these issues can be remedied for the next process. This work, and on-going cross-organisational communication, will continue as staff move into the early stages of RLTP development later in the year.

 

Attachments

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

Attachment 2 - Precis of Consultation Document “Driving Change: Reviewing the Road User Charges System”,  Te Manatū Waka, Ministry of Transport  

 


Regional Transport Committee                                   15 March 2022

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Regional Transport Committee                                   15 March 2022

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Regional Transport Committee                                   15 March 2022

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Report To:

Regional Transport Committee

Meeting Date:

15 March 2022

Report Writer:

Andrew Williams, Senior Transport Planner

Report Authoriser:

Namouta Poutasi, General Manager, Strategy & Science

Purpose:

A variation to the Regional Land Transport Plan 2021-31 to ensure appropriate funding mechanisms are in place for local authority Activity Management Plans. 

 

 

Regional Land Transport Plan variation

 

Executive Summary

The Regional Transport Committee (RTC) has received a variation request from Waka Kotahi. The request is to enable an administrative variation process to occur. 

Through the development of the 2021-24 National Land Transport Programme (NLTP), there were several Councils that omitted to apply for funding through the appropriate ‘Work Category’.  The variation request will ensure the Activity Management Plans (AMP) for the Rotorua Lakes Council, Tauranga City Council and Whakatane District Council receive the appropriate funding by simply altering the Work Category from which the funding is to be received. To allow a project to be brought into the NLTP it firstly needs to be brought into the Regional Land Transport Plan (RLTP) through this variation process.

In accordance with the RLTP, the Regional Advisory Group has considered the variation request and recommends that it is approved by the Committee in accordance with its delegated authority. A supporting document with further details, and an assessment against the RLTP, is attached.

 

Recommendations

That the Regional Transport Committee:

1       Receives the report, Regional Land Transport Plan variation;

2       Approves the proposed variation to the Bay of Plenty Regional Land Transport Plan 2021-31 to update a funding category to ensure the Activity Management Plans for Tauranga City Council, Rotorua Lakes Council and Whakatane District Council are adequately funded, as intended, through the National Land Transport Programme;

3       Notes that the proposed variation to the Bay of Plenty Regional Land Transport Plan 2021-31 to update a funding category to ensure the Activity Management Plans for Tauranga City Council, Rotorua Lakes Council and Whakatane District Council are adequately funded, as intended, through the National Land Transport Programme is not significant for the purposes of public consultation.

 

1.     Background

Section 18D of the Land Transport Management Act enables the Regional Transport Committee (RTC) to prepare a variation to the Regional Land Transport Plan (RLTP) if good reason exists for doing so. A variation may be prepared at the request of an Approved Organisation or Waka Kotahi. Public consultation is not required for any variation that is not significant; or arises from the declaration or revocation of a state highway. The RTC has the delegated authority to approve non-significant variations to the RLTP.

A variation to the RLTP provides an opportunity for funding via the National Land Transport Plan (NLTP).

2.     Activity Management Plan variations

Through the development of the 2021-24 National Land Transport Programme (NLTP), several councils omitted to apply for funding through the appropriate ‘Work Category’.  The variation request will ensure the Activity Management Plans (AMP) for the Rotorua Lakes Council, Tauranga City Council and Whakatane District Council receive the appropriate funding by simply altering the Work Category from which the funding is to be received. To allow a project to be brought into the NLTP it firstly needs to be brought into the RLTP through this variation process.

In accordance with the RLTP, the Regional Advisory Group has considered the variation request and recommends that it is approved by the Committee in accordance with its delegated authority. A supporting document with further details, and an assessment against the RLTP, is included as Attachment 1.

3.     Considerations

3.1.     Risks and Mitigations

There are no significant risks associated with the proposed variations. The proposed variation has been assessed against the RLTP, and it has been confirmed through this process that the variations are not considered to be significant.

3.2.     Climate Change

The proposed variation will enable the appropriate funding allocation for local authorities to fund local transportation budgets. Part of these budgets will support both mitigation and adaptation to climate change.

3.3.     Implications for Māori

Improving local transportation networks will support all network users, including Māori.

3.4.     Community Engagement

An assessment against the RLTPs significance policy is included with the variation memo, attached. The variation has been assessed against the RLTPs significance policy and is deemed to be non-significant and public consultation is not required.

3.5.     Alignment with Strategic Framework

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

3.6.     Financial Implications

Please refer to the relevant analysis in Attachment 1.

4.     Next Steps

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

 

 

Attachments

Attachment 1 - Variation to RLTP -  AMP's   


Regional Transport Committee                                   15 March 2022

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Report To:

Regional Transport Committee

Meeting Date:

15 March 2022

Report Writer:

Andrew Williams, Senior Transport Planner

Report Authoriser:

Namouta Poutasi, General Manager, Strategy & Science

Purpose:

To illustrate the RLTP dashboard currently in development and outline the results of the RLTPs monitoring KPIs

 

 

Regional Land Transport Plan - Annual Monitoring and Dashboard

 

Executive Summary

The Regional Land Transport Plan (RLTP) includes a requirement to provide annual monitoring trends and measures progress towards achieving the objectives.  Annual monitoring also informs the Regional Transport Committee (RTC) on key regional land transport trends.

The most recent annual monitoring results have been reflected by way of a dashboard. This is a new and more robust way of communicating the monitoring results.  In previous years, monitoring was provided via the RLTP Annual “Report Card” which captured an annual summary of data.  The monitoring dashboard takes a step forward by presenting key performance indicator monitoring data, but in a desktop format that provides “live” data while enabling greater levels of transparency and manipulation of the data sets.

The dashboard will replace the Annual Report Card and staff will present the dashboard, and the current monitoring results, at the meeting.  An opportunity exists for the dashboard to also capture and present additional reporting requirements.

 

Recommendations

That the Regional Transport Committee:

1       Receives the report, Regional Land Transport Plan - Annual Monitoring and Dashboard.

 

1.      Background

The Land Transport Management Act (LTMA) sets the form and content required to be included in a Regional Land Transport Plan (RLTP).  The LTMA determines that an RLTP must include “the measures that will be used to monitor the performance of the activities”.  To meet this requirement, the RLTP provides a set of 27 key performance indicators (KPI) and, of those, five are listed as “headline targets”.  A copy of all of the RLTPs KPIs are included as Attachment 1, and are also contained at Appendix 3 of the RLTP.

Monitoring is an important part of measuring progress in implementing a plan and assessing the effectiveness of the policies, KPIs, and activities it contains. Monitoring provides the information necessary to complete the policy cycle, illustrated by Figure 1.

Figure 1: The policy cycle

2.      Current situation

The Regional Transport Committee (RTC) work programme – contained within the Chairperson’s report to the 5th November 2021 meeting – identified the various ways progress reporting has previously been provided, including:

-     Activity and financial monitoring reporting;

-     Major project reporting;

-     Area road safety reporting; and

-     The Annual Report Card – KPI reporting, demand indicators and trends.

The RLTP requires that this reporting is made available to meet the monitoring requirements set by the LTMA.  Staff are currently developing an RLTP dashboard to consolidate these reporting requirements.

3.      RLTP Dashboard Development

Having assessed the frequency, consistency and depth of current monitoring reporting, staff saw an opportunity to streamline and consolidate the monitoring reporting requirements.  Consolidating the RLTP KPI and headline target reporting into a new interactive dashboard has been selected as the first phase of this work which has been underway since November 2021, and this is what will be showcased to Committee members at the meeting, however, Attachment 1 includes an image of the dashboard while noting the current status of the RLTPs KPIs. Other phases of work to possibly be incorporated into the dashboard include information on individual project finances, the status of major projects and road safety reporting. There are a number of benefits of including the above into a readily accessible dashboard, including:

-     Streamlined reporting that is available on-demand;

-     Increased transparency for the public and Committee members;

-     Ability for our Territorial Local Authority partners to input their project and financial information directly into the dashboard; and

-     Automation of data collection and reducing manual data processes.

Notwithstanding the advent of an RLTP dashboard, the Committee will still be provided with summaries of the information at Committee meetings as set out in the Regional Transport Committee work programme. Additionally, it is expected that the dashboard will become the primary source for this information and that it will be made publically available online.  This will ensure the Committee and public has access and provides for the necessary transparency while illustrating progress towards achieving the RLTPs KPIs, and objectives.

4.      RLTP Key Performance Indicators results

The RLTP KPI results is included as Attachment 1 of this report, it includes an assessment against the 27 KPI within the RLTP 2021-24 (Attachment 2). While Attachment 1 looks similar to the previous annual ‘Report Card’, this is an image taken from the RLTP dashboard, discussed above, and to be shared at the meeting.

The RLTP KPI results illustrates that of the 27 RLTP KPIs, 11 have been met or partially met, 3 have not been met, and there is no or insufficient data available for 13 indicators.

The reason for the higher than usual KPIs with insufficient data is largely a result of COVID-19 resourcing issues, notably, the Ministry of Transport’s New Zealand Household Travel Survey (NZHTS) was not completed which resulted in five KPIs unable to be reported on for the year. Other KPIs are impacted in a similar manner, and this is a national issue.  To manage this, a national working group has been tasked with filling data gaps and staff are working closely with this group, the Ministry of Transport and Waka Kotahi. When data is made available, the RLTPs KPIs will be updated and reported.

It is noted that there are some minor issues with the data displayed in Attachment 1, however, these issues are small fixes and a number of these changes will be made to the dashboard prior to the meeting. The dashboard will continue to be strengthened as staff work on its development throughout the year. 

Taking into account the information in the current set of KPI results, an overall assessment of the KPIs – against their respective RLTP objective statements – is illustrated in Figure 2, below. It is noted that only six months of data has been captured to reflect the new set of KPIs for the RLTP 2021-24. All of the RLTP 2021-24 KPIs use a 2020 baseline, therefore, trends will become more apparent as data is collected in time that can be referenced back, and assessed against, the 2020 baselines.

Figure 2: Assessment of progress

5.      Considerations

5.1      Risks and Mitigations

The project team has considered a number of risks associated with the project and noted appropriate mitigation measures.

Risk

Mitigation

Use of multiple platforms and systems increases risk of duplication and inconsistency.

Development of one dashboard will improve efficiency and remove risk of duplication.

The current manual approach leads to significant resourcing pressures at certain times of the year.

Development of one dashboard will ensure that information is gathered in the correct format throughout the year, removing much of the resourcing pressure.

Major project and work programme reporting from TLAs is currently inconsistent, and is developed manually.

Use of a consistent reporting platform and dashboard will reduce the resourcing pressure on TLAs and Regional Council staff and lead to timely and consistent reporting.

5.2      Climate Change

The RLTP monitoring framework includes KPIs that support the mitigation of and adaptation to climate change.  Accurate baseline data and reporting will be an important input into the Transport Emissions Reduction Plan (TERP) if approved by Council, which is the subject of a separate paper to this Committee.

5.3      Implications for Māori

Reporting of the RLTP monitoring will become more accessible to all members of the public, including our Māori and Iwi partners.  The RLTP 2021 was developed in consultation with Māori.

5.4      Community Engagement

Performance Indicators formed part of community engagement during RLTP development, and reporting on the KPIs via a dashboard will support community interest in delivery of the RLTP.

5.5      Alignment with Strategic Framework

This work aligns most closely with the Council’s Long Term Plan’s ‘A vibrant region’ outcome.  It is important that KPIs enable clear progress towards this outcome to be effectively monitored.

5.6      Financial Implications

There are no material unbudgeted financial implications, and work fits within allocated an allocated budget.

6.      Next Steps

Work to improve and expand the dashboard will continue throughout 2022.

Attachments

Attachment 1 - RLTP Key Performance Indicators - Results

Attachment 2 - RLTP Appendix 3 - KPIs  

 


Regional Transport Committee                                   15 March 2022

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Regional Transport Committee                                   15 March 2022

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Report To:

Regional Transport Committee

Meeting Date:

15 March 2022

Report Writer:

Katri Harmoinen, Transport Planner and James Llewellyn, Transport & Urban Planning Manager

Report Authoriser:

Namouta Poutasi, General Manager, Strategy & Science

Purpose:

The purpose of this report is to provide background context and a strategic overview of the work ahead on the development of a Transport Emission Reduction Plan (TERP) for the Bay of Plenty region

 

 

The development of a Transport Emission Reduction Plan (TERP) for the Bay of Plenty

 

Executive Summary

The purpose of this report is to provide background context and a strategic overview of the work ahead on the development of a Transport Emission Reduction Plan (TERP) for the Bay of Plenty region should it be approved as part of the Bay of Plenty Regional Council’s Annual Plan process.

With the national Emissions Reduction Plan (ERP) being due in May this year, and strong indications that substantial sums of money are being allocated towards its delivery, production of a TERP for the Bay of Plenty region is very timely.

The TERP will provide a robust baseline of current land transport emissions in the region, and set out an evidence-based and prioritised investment strategy which will progress the greenhouse gas reduction measures which will have the fastest and most significant impact.

 

Recommendations

That the Regional Transport Committee:

1       Receives the report, The development of a Transport Emission Reduction Plan (TERP) for the Bay of Plenty.

 

1.      Background

1.1      The Transport Emissions Challenge

Transport emissions account for a large share of the greenhouse gas emissions emitted in New Zealand.  More specifically, transport accounts for:

·    43% of our national emissions;

·    30% of Bay of Plenty emissions (as illustrated by Figure 1 below); and

·    61% of emissions in the Tauranga urban area.

 

Figure 1: Summary of Greenhouse Gas Emissions for the Bay of Plenty in 2015/16

The development of a Transport Emission Reduction Plan (TERP) for the Bay of Plenty is being proposed as a way to produce a costed and deliverable programme of activity for the Council and the Bay of Plenty councils to meet greenhouse gas emission reduction obligations and anticipate future requirements.  

1.2      International and National Context

In 2016, New Zealand signed the Paris Agreement, a legally binding international treaty to limit warming to 1.5°Celsius compared to pre-industrial levels.  The Agreement was signed by 196 nations and was the first time a binding agreement on ambitious climate action was reached internationally.

The implementation of the Paris Agreement requires countries to submit increasingly ambitious plans for climate action in five-year cycles, also known as nationally determined contributions (NDCs).  New Zealand’s first NDC came into effect in 2021 and commits the country to reducing net greenhouse gas emissions by 50 per cent below gross 2005 levels by 2030.

Alongside this, New Zealand has set a national target of reducing its net emission of all greenhouse gas emission (except biogenic methane) to zero by 2050, under the Climate Change Response (Zero Carbon) Amendment Act 2019.

New Zealand is required to come up with a plan on how to meet both its NDC and the 2050 target.  As required by the Zero Carbon Act, the Government will publish its first Emissions Reduction Plan (ERP) in May 2022 which will outline the policies and strategies for meeting the first emissions budget (2022-2025) on a sector basis and set the direction for climate action for the next 15 years.

The ERP will include:

·    Policies targeted to different industries or sectors, to help them reduce emissions and increase removals from the atmosphere;

·    A strategy looking at how all industries or sectors can meet emissions budgets and adapt to the effects of climate change;

·    A strategy to mitigate the impacts that reducing emissions and increasing removals will have on employees and employers, regions, Iwi/Māori, and wider communities, including funding for any mitigation action; and

·    Any other policies or strategies the Minister considers necessary.

In the transport sector, there is a growing expectation that Regions conduct their own ERPs to tackle transport emissions, with “early adopters” such as Auckland Transport already in the process of producing a Transport Emissions Reduction Plan (TERP). As its name suggests, a TERP focusses on just the transport elements of an ERP; whilst recognising the role of transport within wider systems.

The development of a TERP for the Bay of Plenty will enable Council and the RTC to anticipate and prepare for a significant step change in the political and legislative environment that is coming, as well as fully prepare for the opportunities associated with the release of the national ERP in May.

1.3      Bay of Plenty Context

The Bay of Plenty Regional Council (Council) declared a climate change emergency in 2019, ahead of the New Zealand Government’s declaration in late-2020. Council’s revised Climate Change Action Plan was adopted in 2021 and outlines four ambitious goals:

1.  BOPRC is net zero by 2050;

2.  Reducing regional greenhouse gas emissions;

3.  As a region we understand, are preparing and adaption to a changing climate; and

4.  Our BOP community is aware, engaged and resilient

Out of these goals, a TERP will most closely align with goal 2: Reducing regional greenhouse gas emissions.

Lots of good work is already underway across the Bay of Plenty. The Council’s own transport workstreams are progressing well, including the new Travel Demand Management (TDM) work aimed at encouraging the uptake of alternative travel modes to single-occupancy vehicles. Many of the local Territorial Authorities, the BOP District Health Board, multiple businesses and large employers have kick started their own climate change work programmes, have set their own organisational emission reduction targets and are looking into developing their own staff travel plans to reduce transport related emissions.  Large scale community initiatives like the ‘Wednesday Challenge’ and the ‘Greater Tauranga Travel Pledge’ are also gaining momentum and national attention with a focus on encouraging everyday people to change their travel behaviour.

1.4      Regional Transport Committee

The national ERP discussion document was highlighted as part of the Chairperson’s Report to the meeting of this committee on 09 November 2021. Since that meeting it has become apparent that significant additional funding for emissions reduction activity could be made available. If approved by Council, it is proposed that the TERP is added to the RTC work programme as an item under the “Major Projects” heading.

If approved by Council, it is intended that the development of the TERP would recommend necessary changes to meet current key regional transport emission reduction targets. These include:

·          The RLTP target of a 25% reduction in land transport emissions by 2030 (from a 2020 base)

·          The UFTI target for transport emissions to reach net zero by 2050 in the Western Bay

·         Regional carbon zero targets like the Whakatāne District 2030 and Rotorua District 2050 targets included in their respective climate action plans.

 

2.      Development of a Transport Emission Reduction Plan (TERP)

The TERP development, if approved by Council, would involve the following tasks:

·          Baseline inventory of current transport emissions (land, sea and air), including the development of data dashboards to better illustrate transport emission trends to decision makers and the wider community.

·          Stocktake of existing transport and wider policy initiatives, and assessment of quality of evidence as to their potential impact.

·          Future transport emissions forecasts in the absence of additional interventions through a TERP (i.e. committed investments only).

·          Review of national policy initiatives and potential investment streams (for example New Zealand Green Investment Finance and Clean Car Discount).

·          Assessment of alternative future scenarios based on different policy and environmental assumptions (for example spatial planning and alternative fuels).  These pathways could be illustrated through scenario-modelling for which tools are to either be developed in house or procured.

·          Assessment of best practice from elsewhere in the world, and lessons learned.

·          Identification, assessment and prioritisation of options for greenhouse gas emission reduction.

·          Ideally the TERP will have a transport emission reduction target in the centre, set by the TERP modelling, existing policy targets and national developments.

·          An opportunity to learn from others who are slightly ahead in the development of the TERP (like Auckland Transport).

·          Production of a transport emissions reduction investment proposal included a phased and costed programme of activities that Regional Council and partners could deliver to meet the targets.

Joint working with Territorial Local Authorities, partners and key stakeholders will be essential, and it is intended to form working and steering groups.

2.1      Timeframes

The development of the TERP if approved will commence mid-2022 and will progress over the next 18 months, with the final report due to the Regional Transport Committee for approval being sought mid-2023.  A public engagement exercise is planned for late 2022.  The TERP may identify “quick wins” which would be eligible for any available funding through the national ERP.

3.      Considerations

3.1      Risks and Mitigations

The greatest risk associated with the TERP development is slow or stilled progress, which would likely see transport related emissions continue to rise and make targets more difficult to achieve.

While the BOPRC is actively implementing its Climate Change action plan there is a range of targets and policy development occurring across the region which collectively may not be enough to deliver on many of the Council’s key legislative documents and outcomes, including the LTP, RLTP and UFTI potentially creating reputational risk.

3.2      Climate Change

The development of a TERP is predominantly a climate change initiative, with emission reduction (climate mitigation) at the heart of it the centre, while also anticipating and responding to climate change impacts (climate adaptation) where possible as well.

Mitigation

Adaptation

Reduce GHG emissions

Produce GHG emissions

Sequester carbon

Anticipate climate change impacts

Respond to climate change impacts

 

3.3      Implications for Māori

Many of the Bay of Plenty iwi and hapū include climate change outcomes and considerations as key components of their environmental plans.  Alignment already exists between these and the wider climate change kaupapa of the Council and of those that the TERP is seeking to address.

3.4      Community Engagement

Key stakeholder and community engagement is planned as part of a communications and engagement exercise in late 2022.

3.5      Alignment with Strategic Framework

This work aligns most closely with the Council’s Long-Term Plan’s ‘A healthy environment’ outcome while also having connections to the “Safe and Resilient Communities’ and “A vibrant region’ outcomes.

3.6      Financial Implications

Funding is being sought in the Annual Plan 2022/23 for the development of the TERP. Investigation into additional funding options or models that might become available with the release of the national ERP in May 2022 will also be considered.

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.

 If approved by Council, regular project updates on the progress of the TERP development will be provided to the Regional Transport Committee. The next update is due in August 2022 after the national ERP has been released in May providing further guidance on Central Government level direction, expectations and opportunities.