2018 UPDATE TO THE WAIKATO REGIONAL LAND TRANSPORT PLAN TUHINGA HUKIHUKI 2018 HE WHAKAHOU I TE MAHERE WAKA KOTAHI Ā-ROHE O WAIKATO

Size: px
Start display at page:

Download "2018 UPDATE TO THE WAIKATO REGIONAL LAND TRANSPORT PLAN TUHINGA HUKIHUKI 2018 HE WHAKAHOU I TE MAHERE WAKA KOTAHI Ā-ROHE O WAIKATO"

Transcription

1 2018 UPDATE TO THE WAIKATO REGIONAL LAND TRANSPORT PLAN TUHINGA HUKIHUKI 2018 HE WHAKAHOU I TE MAHERE WAKA KOTAHI Ā-ROHE O WAIKATO

2

3 Contents 2018UPDATETOTHEWAIKATOREGIONALANDTRANSPORTPLAN TUHINGAHUKIHUKI2018HEWHAKAHOUITEMAHEREWAKAKOTAHIĀ-ROHEOWAIKATO Chairman's foreword Wāhinga kōrero a te Heamana Executive summary Whakarāpopoto tumu kōrero PART A: STRATEGIC POLICY FRAMEWORK WĀHANGA A: TE RAUTAKI KAUPAPA HERE POU TARĀWAHO 14 SECTION 1: INTRODUCING THE WAIKATO REGIONAL LAND TRANSPORT PLAN WHITI 1: WHAKATAKI KŌRERO MŌ TE MAHERE WAKA KOTAHI Ā-ROHE O WAIKATO Section 1: Introducing the Waikato Regional Land Transport Plan Whakataki kōrero mō te Mahere Waka Kotahi ā-rohe o Waikato 1.1 Purpose of the plan 1.2 Transport in the Waikato region 1.3 Our role in the upper North Island 1.4 The 2015 operative plan 1.5 Mid term review of the plan 1.6 Outcomes of the review process 1.7 Plan duration 1.8 How to navigate the plan SECTION 2: STRATEGIC CONTEXT FOR WAIKATO'S KEY TRANSPORT PROBLEMS WHITI 2: HOROPAKI Ā-RAUTAKI MŌ NGĀ RARU WAKA KOTAHI MATUA O WAIKATO Section 2: Strategic context for Waikato's key transport problems Horopaki ā-rautaki mō ngā raru waka kotahi matua o Waikato 2.1 Introduction 2.2 Problem 1: Protecting the function of our strategic corridors 2.3 Problem 2: Road 2.4 Problem 3: Providing for access and mobility needs for our communities CONTENTS

4 SECTION 3: REGIONAL POLICY FRAMEWORK WHITI 3: TE POU TARĀWAHO KAUPAPA HERE Ā-ROHE Section 3: Regional policy framework Te pou tarāwaho kaupapa here ā-rohe 3.1 Introduction 3.2 Our priority land transport problems 3.3 Our land transport objectives - where we want to get to 3.4 Our strategic response - how we are going to get there 3.5 Our land transport priorities 3.6 Putting it all together - our policy framework for the plan 3.7 Strategic corridors and economic development template 3.8 Road safety policy template 3.9 Access and mobility template 3.10 Integration and forward planning underpinning objective template 3.11 Affordability underpinning objective template 3.12 Environmental sustainability and resilience underpinning objective template PART B: REGIONAL PROGRAMME OF TRANSPORT ACTIVITIES WĀHANGA 4: HŌTAKA Ā-ROHE MŌ NGĀ MAHINGA WAKA 68 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan SECTION 4: REGIONAL PROGRAMME OF TRANSPORT ACTIVITIES WHITI 4: HŌTAKA Ā-ROHE MŌ NGĀ MAHINGA WAKA Section 4: Regional programme of transport activities Hōtaka ā-rohe mō ngā mahinga waka 4.1 Introduction 4.2 Programme of activities for our region 4.3 Method to identify and prioritise regionally significant activities 4.4 Regionally significant activities 4.5 Interregionally significant activities 4.6 Significant transport activities for our region to be funded outside of the NLTF SECTION 5: FUNDING WHITI 5: PŪTEA HĀPAI Section 5: Funding Pūtea hāpai 5.1 Introduction 5.2 Anticipated revenue sources SECTION 6: MONITORING THE REGIONAL LAND TRANSPORT PLAN WHITI 6: NGĀ AROTURUKI I TE MAHERE WAKA KOTAHI Ā-ROHE Section 6: Monitoring the Regional Land Transport Plan Ngā aroturuki i te Mahere Waka Kotahi ā-rohe 6.1 Introduction 6.2 Monitoring framework for the Plan 6.3 Monitoring report cards SECTION 7: DELIVERING THE PLAN AND LOOKING TOWARDS 2021 WHITI 7: WHAKAPUAKI MAHERE KIA KOKE WHAKAMUA KI TE TAU 2021 Section 7: Delivering the plan and looking towards 2021 Whakapuaki mahere kia koke whakamua ki te tau Conclusion

5 APPENDICES ĀPITIHANGA Appendix 1 - Legislative alignment with the Land Transport Management Act 2003 Appendix 2 - Alignment with the NZ Transport Agency's Business Case Guidance for 2018 RLTP reviews Appendix 3 - Process for reviewing the plan Appendix 4 - Joint statements - Upper North Island Strategic Alliance and SH1/29 - ECMT Working Group Appendix 5 - Strategic corridors in the Waikato Region 5.1 The One Network Road Classification 5.2 The function that strategic corridors play in the Waikato region and upper North Island context Appendix 6 - Significance Policy 1 Purpose 2 Determination of a significant activity for prioritisation 3 Determination of Interregional significance 4 Alignment with Long Term Plans 5 Determination of significance of a variation 6 Significant expenditure from other sources Appendix 7 - Method for prioritising significant transport activities 1 Purpose 2 Method 3 Prioritised list of significant activities Appendix 8 - Transport activity class tables Appendix 9 - Significant transport activities table Appendix 10 - Letter from RTC to NZTA advocating for the inclusion of omitted transport activities GLOSSARY OF COMMONLY USED TERMS AND ACRONYMS PAPAKUPU Glossary of commonly used terms and acronyms Papakupu CONTENTS 3

6 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan

7 2018 Update to the Waikato Regional Land Transport Plan Tuhinga Hukihuki 2018 He Whakahou I Te Mahere Waka Kotahi Ā-Rohe O Waikato

8 Chairman's foreword Wāhinga kōrero a te Heamana Waikato Regional 2018 update to the Waikato Regional Land Transport Plan I am particularly pleased, as Chairman of the Waikato Regional Transport Committee, to present this 2018 Update to the Waikato Regional Land Transport Plan The Waikato region lies at the heart of the upper North Island economic and transport system. Our region s inter and intraregionally significant road and rail corridors are critically important for the movement of freight to and from the Ports of Auckland and Port of Tauranga. Our strategic corridors also provide key tourism routes to some of our nation s top tourism hotspots. And of course, the region s transport network also provides for the wellbeing of our communities, enabling access and mobility across a range of transport modes. It is the role of the Regional Transport Committee to ensure our regional transport planning is done to the highest standard to ensure central government investment continues to flow into the region. The Committee has worked hard with its key transport partners over an 18 month period to review the Regional Land Transport Plan under a robust business case planning framework. This has taken place under the policy framework of the Land Transport Management Act 2003 and the 2018 draft Government Policy Statement on Land Transport. This update to the Regional Land Transport Plan builds off the solid policy platform of previous plans, reconfirming the overall strategic policy direction for land transport in the Waikato region. There is good understanding across the region s key transport stakeholders on the transport problems we are trying to address and the benefits of investing in a range of transport interventions to target these issues. The three key problems we will focus our efforts on in the next three to ten years include: Protecting the function of our strategic corridors in the context of growth pressures in and around Hamilton, the North Waikato, and in the upper North Island. Tackling our complex road safety problem and the disproportionate number of deaths and injuries in the region. Providing for the access and mobility needs of our communities in a changing social, demographic, economic and technological landscape. Across these problem areas, the Regional Transport Committee has a strong consensus view on our regional transport priorities moving forward. This update to the Regional Land Transport Plan will finally see the realisation of the region s long standing top transport priority, completion of the Waikato Expressway. The Regional Transport Committee has prioritised the continuation of the Expressway from Cambridge to Piarere State Highway 1/29 intersection, recognising the significant national and regional economic and safety and access benefits this will bring. The Regional Transport Committee is committed to making a difference in the road safety space, moving the region towards vision zero for road deaths. The recently refreshed Waikato Regional Road Strategy sets challenging road safety targets for our region and provides the blue-print for targeting our top priority road safety problems. Speed management will continue to be a key focus. The Regional Transport Committee has also prioritised implementation of the Southern Links package of roading activities to provide access to the future Peacocke growth cell in Hamilton, which will also deliver wider benefits to Hamilton and the region. Advocacy for a start up passenger rail service between Hamilton and Auckland is also prioritised, in line with the Government s commitment to increasing the use of rail to enable efficient interregional passenger transport. Ensuring an efficient public transport system, and walking and cycling networks including growing regional cycle trails, is also important for the Regional Transport Committee. The Waikato Regional Transport Committee is confident that this plan is consistent with the direction set by Government in the draft GPS, and we will work with transport stakeholders to progress the outcomes we want for our region. I would like to thank my Regional Transport Committee members, the Regional Advisory Group, our neighbouring regions, the project team and all our stakeholders who collectively have provided major inputs to the development of this plan. We are well placed as a region to uptake new policy and funding opportunities arising from recent Government policy to contribute to an effective, efficient and safe land transport system for New Zealand. Cr Hugh Vercoe Chairman, Regional Transport Committee 6

9 Executive summary Whakarāpopoto tumu kōrero Regional Land Transport Plan at a glance This 2018 update to the 2015 Regional Land Transport Plan (the Plan or RLTP) continues to build off the 2015 Plan, setting out the strategic direction for land transport in the Waikato Region. It describes what our region is aiming to achieve for the land transport system and how this will contribute to an effective, efficient and safe land transport system in the public interest, as required under the Land Transport Management Act 2003 (LTMA). As a midterm review, it focuses in particular, on the region s key transport problems and priorities over the next three years, leading up to a fresh look at the plan in The updated plan has been developed under the NZ Transport Agency s business case framework (the first time for the region). This has enabled the Regional Transport Committee (RTC) to drill down to the priority transport problems that need urgent attention. The considerable amount of integrated land use and transport planning work that has been undertaken at interregional, regional and subregional levels since the 2015 plan became operative, means that there is good understanding amongst key stakeholders of the region s transport issues. The RTC, supported by the Regional Advisory Group (RAG), has produced a robust interim plan that outlines the regional policy framework that will direct stakeholder action, investment and implementation in the regional land transport system. This includes an updated regional programme of land transport activities the region has identified and prioritised for subsequent national funding subsidy. PROBLEM OBJECTIVE(S) PRIORITIES POLICIES Figure 1 Schematic of line of sight diagram The plan is built around the region s three key transport problems, which were determined through the business case review process. These include: protecting the function of our strategic corridors in the context of growth pressures in and around Hamilton, the North Waikato and in the upper North Island tackling our complex road safety problem and the disproportionate number of deaths and serious injuries in the region providing for the access and mobility needs of our communities in a changing social, demographic, economic and technological landscape. The "Regional Land Transport Plan at a glance" diagram over the following pages summarises the key components of the 2018 updated plan. It is the overall blueprint for the region; our case for investment in the desired transport outcomes we are seeking. The diagram encapsulates the logical policy connections (the 'line of sight') between the problems we are wanting to address, the objectives and end results we are wanting to attain, and the way we will go about achieving this (our strategic response) through the identification of key priorities, policies and resulting implementation measures. These high level policy connections are outlined in the schematic below, upon which the detailed diagram is based. The blueprint for the plan clearly shows that the programme of regional transport activities, complemented by a range of stakeholder implementation actions, will make a major contribution to addressing the region s transport priorities and longer term transport objectives, as well as to the Government's desired results for land transport in the draft Government Policy Statement on Land Transport 2018/ /28. Overall, the diagram represents a strong consensus, region wide, on how the RTC and key transport partners will work together to advance transport outcomes for the region and upper North Island. IMPLEMENTATION Delivery via policy implementation measures Delivery via the Regional Programme of Activities 2018 Update to the Waikato Regional Land Transport Plan Tuhinga Hukihuki 2018 He Whakahou I Te Mahere Waka Kotahi Ā-Rohe O Waikato

10 ECONOMIC DEVELOPMENT/ STRATEGIC CORRIDORS PROBLEMS OBJECTIVES PRIORITIES Growth in the upper North Island is impacting on strategic corridors and hindering economic development 40% priority weighting An efficient and resilient land transport system that advances regional economic wellbeing and facilitates freight movement on strategic corridors in the upper North Island A planned transport response that supports future growth areas Protecting the function of inter and intraregionally significant corridors (road and rail) - freight - tourism - people movement - future passenger rail Improve network resilience of our strategic corridors Maintenance of existing assets Maximise efficiencies and value for money across the transport system Completion of committed strategic corridor works (Waikato Expressway [WEx]) New investment (range of multi-modal interventions) directed to: - strategic Upper North Island corridors where there is greatest access and safety benefits. - providing transport infrastructure in high growth areas - Hamilton - North Waikato Maximising economic development opportunities, e.g. growing connected regional cycle trails

11 POLICIES POLICY IMPLEMENTATION PROGRAMME IMPLEMENTATION Strategic transport corridors Investment directed to priority strategic corridors - SH1/29 NIMT/ECMT priority interregional freight corridor - completion of WEx projects and extension to Piarere - Southern Links - Hamilton to Auckland corridor (including future passenger rail) Improve network resilience on key corridors Protect and promote rail freight corridors Supporting interregionally significant transport activities Develop and grow use of regional cycling trails and provide safe connection to tourist attractions High growth areas Develop multi-modal transport infrastructure in high growth areas in line with national policy requirements Ensure regionally significant corridors and urban development projects contribute to desired outcomes for Greater Hamilton Urban Area. - Southern Links - Hamilton Ring Road and key projects Stakeholder actions to complement programme implementation RTC and stakeholder advocacy Regional coordination Business case outcomes (State highways, Hamilton to Auckland corridor and transport connections) Driving action through collaborative forums and working groups - UNISA (Upper North Island Strategic Alliance) - SH1/29 Working Group - SH3 Working Group - RATA (Road Asset Technical Accord) work programme programmes from other key strategies and plans - Access Hamilton Strategy 2017 Programme - FutureProof Strategy - Waikato Plan and Waikato Economic Development Strategy - Regional Public Transport Plan Waikato Expressway SH1/29 interregional corridor package Committed activities and SH1 long term improvements from Cambridge to Piarere to realise full benefit of safety and access investment SH29 corridor projects Resilience package Combination of activities that address regional hotspots to ensure long term sustainability of the transport network, e.g. SH2, SH3, SH25 Coromandel peninsula Includes end of life asset replacement North Waikato package Range of activities that help to deliver on a multi-modal transport network for liveable communities Activities that facilitate interregional transport connections, including rail Hamilton growth package Combination of activities to provide for projected growth of city and to provide transport options for a liveable city Key projects include Southern Links, Access Hamilton strategic corridors, public transport services and infrastructure, Mass Transit Plan Maintenance of existing assets package Activities to ensure the regional transport network is efficient, effective and safe Significant Interregional activities package Support of key Auckland, Bay of Plenty and Taranaki projects that are critical to realising the full benefits of transport investment in the Waikato Region

12 SAFETY PROBLEMS OBJECTIVES PRIORITIES System failures and user behaviours expose road users to risk, resulting in a disproportionate number of deaths and serious injuries 35% priority weighting Land transport in the Waikato region is a Safe System, working towards zero deaths and serious injuries Short term safety Priorities - leadership - safe speeds - safe road use Refresh regional model for road safety delivery ACCESS AND MOBILITY A changing social, demographic and technological landscape is impacting on the ability to connect people to essential services, employment and recreation 25% priority weighting A transport system that provides an inclusive range of integrated, quality transport choices for all users to meet their social, economic and cultural needs Provide multi-modal transport options and transport infrastructure in high growth areas - Hamilton - North Waikato Grow public transport and active transport mode share Improve rural access and mobility Improve access and mobility for transport disadvantaged Grow interconnected cycle and pedestrian networks in urban areas Strengthen governance and leadership for access and mobility Develop customised service provision models

13 POLICIES POLICY IMPLEMENTATION PROGRAMME IMPLEMENTATION programmes and interventions targeted to highest risk users Regionally consistent approach to speed management Empower the Regional Road Forum to oversee and deliver road safety in the region Stakeholder action to complement programme implementation RTC and Regional Road Forum (RRSF) advocacy Regional coordination and governance (RRSF) Road safety education activities Contribution of NZ Police activities Actions to progress speed management programmes from other key strategies and plans - Regional Road Strategy Access Hamilton Strategy 2017 Programme package Combination of state highway and local road activities (large number of smaller value safety activities and large scale projects) with safety benefits Targets areas of high risk across the regional transport network Includes road safety education Provide an inclusive transport system, including: - public transport system in and between urban centres and growth areas - considering different delivery modes to improve rural access - providing safe and accessible walking and cycling networks - reducing barriers to participation in alternative modes - future passenger rail Promote travel demand initiatives that support travel behaviour change, modal shift and compact urban form Look for co-investment/new funding opportunities to advance access and mobility outcomes Uptake new technology to enhance transport outcomes (including access and mobility) Stakeholder action to complement programme implementation RTC advocacy Regional coordination through collaborative forums - Regional Cycling Steering Group - Community Transport Forum Progressing business case work - Hamilton to Auckland strategic corridor (including progressing work on Hamilton to Auckland interregional passenger rail start up service) - Access and Mobility business case work (to understand rural transport needs) - undertaking case studies to understand accessibility needs and new delivery modes, particularly for rural areas and towns programmes from other key strategies and plans - Regional Public Transport Plan - Access Hamilton Strategy 2017 Programme - Regional Cycling Programme Business case outcomes - Regional Policy Statement and district plans and land use strategies - National Energy Efficiency and Conservation Strategy Action on new technology - Electric Vehicle Strategy Greater Hamilton access and mobility package Suite of urban improvements that represent a combination of multi-modal and demand management activities that contribute to access and mobility outcomes - investment in public transport infrastructure - concentration of cycling activities in urban environment - Access Hamilton strategy projects Hamilton growth package combination of activities to provide for projected growth of city that will bring access and mobility benefits - Access Hamilton strategic corridors - public transport services and infrastructure - Mass Transit Plan - Southern Links

14 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan

15 PART A: STRATEGIC POLICY FRAMEWORK WĀHANGA A: TE RAUTAKI KAUPAPA HERE POU TARĀWAHO

16

17 Section 1: Introducing the Waikato Regional Land Transport Plan Whiti 1: Whakataki kōrero mō te Mahere Waka Kotahi ā-rohe o Waikato

18 Section 1: Introducing the Waikato Regional Land Transport Plan Whakataki kōrero mō te Mahere Waka Kotahi ā-rohe o Waikato Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Purpose of the plan The Waikato Regional Land Transport Plan (RLTP) sets out the strategic direction for land transport in the Waikato region over the next 30 years. It describes what our region is seeking to achieve for the land transport system and how this will contribute to an effective, efficient and safe land transport system in the public interest, as required under the Land Transport Management Act 2003 (LTMA). The plan contains two key components: a regional policy framework that identifies the priority land transport problems the plan will focus on, and the corresponding suite of objectives, policies and implementation measures that will direct investment in the regional land transport system the regional programme of land transport activities the region has identified and prioritised for inclusion in the National Land Transport Programme for subsequent national funding subsidy. Why the RLTP is important The RLTP is an important document for the Waikato region as it provides a regional consensus on the priority transport problems the region needs to address, and the longer-term land transport objectives and outcomes the region is seeking. As the key statutory transport document for the region, the RLTP sets the strategic context for future land transport investment and is the primary means by which we secure significant national investment in our regional land transport system. 1.2 Transport in the Waikato region The Waikato region is home to almost 10 per cent of New Zealand s population, about 450,000 people spread across 11 local authorities and is predicted to grow to somewhere between 515,000 and 630,000 people by The region is the fourth largest regional economy in New Zealand behind Auckland, Wellington and Canterbury. It represents about 8.5 per cent of New Zealand s Gross Domestic Profit (GDP) (2013) and 9 per cent of employment (2013). Key economic sectors include primary industries, food and beverage, and tourism. The Waikato has a comprehensive transport system, as outlined below and illustrated in Map 1 'Waikato regional land transport system and key tourism destinations'. Key features of Waikato s regional land transport system Large roading network with 15.8 per cent national share of state highways and 10.5 per cent national share of local roads. Strategically important interregional state highway corridors including the Waikato Expressway. Two strategic rail corridors: North Island Main Truck (NIMT) and East Coast Main Trunk (ECMT), which together with the SH1/29 road corridor connect the ports of Auckland and Tauranga. Key distribution hubs including Crawford Street Te Rapa, Northgate and the proposed Ruakura freight hub and inland port development. Fourth largest public transport service in New Zealand with total patronage for the region in 2016/17 of over 3.9 million. Urban cycling and walking networks in Hamilton and a growing network of regional cycle trails. 16

19 AUCKLAND Cathedral Cove Coromandel Whitianga MAP 1 AUCKLAND WAIKATO REGIONAL LAND TRANSPORT SYSTEM AND KEY TOURISM DESTINATIONS 25 Thames 25A Pokeno Whangamata Ngātea 2 Tūākau LEGEND Te Kauwhata Major domestic airports 1 26 TAURANGA Morrinsville HAMILTON Raglan Hobbiton 23 Existing inland ports Future inland ports Waihi 2 Te Aroha Huntly Ngāruawāhia Major sea ports Karangahake Gorge Paeroa 27 Auckland International Airport Inland ports: Tairua /Pauanui 25 Raglan Hamilton Gardens Cambridge Matamata Te Awamutu CYCLEWAYS LEGEND Putaruru 3 5 Maungatautari Ecological Island Existing Due for completion 2018 Rotorua Ōtorohanga Waitomo Caves Te Kūiti Planned Off road BAY OF PLENTY Tokoroa Kiwi House 1 WAIKATO 5 On road Boat transfer 3 32 Taupō The Great Lake area Lake Taupõ Tūrangi TARANAKI Mt. Ruapehu Ski Fields 5

20 1.3 Our role in the upper North Island The upper North Island represents a significant share of the nation s people, visitors, freight and GDP as illustrated in Figure 2 'Upper North Island statistics' below. 52% 52% GDP NORTHLAND workers 49% freight 53% tourism spend 53% population AUCKLAND 1 HAMILTON 2 TAURANGA 64% cargo by value critically important inter and intra regional links for the movement of goods and people, including facilitating the movement of freight to and from the Ports of Auckland and Tauranga. Addressing the Waikato s key transport problems is therefore fundamental to improving the economic and social wellbeing of the upper North Island, as well as the rest of New Zealand. 1.4 The 2015 operative plan Under the LTMA, regional transport committees must prepare a regional land transport plan every six years on behalf of their respective regional councils. The operative plan was prepared by the Waikato Regional Transport Committee (RTC) in 2015, with a six year statutory life. The plan was developed via a collaborative approach with key transport stakeholders, resulting in a robust and well supported strategic policy framework for land transport in the region. WAIKATO 3 BAY OF PLENTY The strategic approach for the plan was built off a long-standing solid policy foundation that has focused investment across three core areas: Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Figure 2 Upper North Island statistics The Waikato region is a vital component of this much larger Upper North Island economic and transport system. Located between Auckland and the Bay of Plenty, the region provides Strategic corridors and network connectivity Integration and forward planning RLTP Objectives strategic transport corridors and network connectivity road safety Strategic approach for RLTP Road safety Underpinned by baseline objectives of: Environmental sustainability and resilience Figure Strategic approach managing demand/providing transport choices This policy approach also recognises the importance of other underpinning baseline objectives, as outlined in Figure 3 '2015 Strategic approach' below. Manage demand and transport choices Affordability 18

21 Policy templates were developed for the 2015 plan to drive the transport outcomes the region is seeking across the three focus areas and underpinning baseline objectives. Key priorities in the 2015 RLTP were: completing the Waikato Expressway and associated improvements focusing on strategic interregional road and rail corridors improving safety, particularly reducing risk and addressing speed management optimising and growing public transport within Hamilton and between Hamilton and surrounding towns improving accessibility for transport disadvantaged groups building upon existing collaborative planning with a focus on emerging transport issues maximising efficiencies and optimisation across the transport system ensuring route security and resilience ensuring energy efficiency outcomes The long term strategic policy approach adopted for the 2015 plan, which was supported by robust policy and active advocacy by the RTC, has resulted in significant transport investment in the region, as outlined in the key achievements box below. Key achievements from this approach: Near completion of the Waikato Expressway - Hamilton, Huntly and Long Swamp sections currently under construction and due to be completed by Significant progress on business cases for SH1, Cambridge to Piarere, Piarere to Waiouru, and Piarere to Tauriko. Construction to begin in the near future on the SH3 Awakino Tunnel and Mt Messenger bypasses (Accelerated Regional Roading Programme). Continued progress on implementation works and planning to complete the Hamilton Ring Road major arterial transport network (including commitment to extend Resolution Drive to the Waikato Expressway). Completion of Southern Links designation ( (HCC) and NZTA in partnership) with property purchase and business case for Peacocke arterials progressing. Update of the Waikato Regional Road Strategy and Regional Speed Management programme business case and demonstration pilot in the Waikato. Programme business cases developed or underway for regional Access and Mobility, Cycling and North Waikato. Retendering of all Hamilton and regional public transport services resulting in 40 new buses being added to the fleet that are WiFi capable and have CCTV. Planning underway to extend public transport services in north Waikato, Thames-Coromandel, Waipā and Taupō. Regional cycle trails network working collaboratively to leverage greater funding for the region. 1.5 Mid term review of the plan Under the LTMA, regional land transport plans are required to be reviewed before the expiry of the third year of the plan, and regard the views of representative groups of land transport users and providers. While there is very little prescription in the LTMA around plan reviews, the NZ Transport Agency (the Agency) now requires that all regional land transport plans are prepared and reviewed applying their Business Case Approach (BCA) principles. To help the sector, the Agency has developed a guidance pack for the 2018 mid-term review process, outlining the principles and key features it is looking to see reflected in regional land transport plans. This has entailed the RTC undertaking a new methodology for reviewing the 2015 plan. The details of the review process are outlined in Appendix 3. Key principles for the review process included: acknowledgement of the robust work that went into developing the operative 2015 plan and degree of stakeholder buy-in to the plan as a consequence, to only make changes to the operative plan where considered necessary. The principle tool the RTC has used for reviewing the 2015 plan has been a series of facilitated investment logic map (ILM) workshops under the business case approach. This has enabled the RTC to drill down to identify the top three transport issues for the region, ensuring that the problems and benefits associated with addressing these issues are well understood. The ILM process produced a map (described in Section 3 of the plan and detailed in Appendix 3), which then became the new policy framework for updating the 2015 plan. Testing our strategic approach The ILM map was used as a framework to check whether our existing policy approach for the 2015 plan was still fit for purpose. Section 1: Introducing the Waikato Regional Land Transport Plan Whiti 1: Whakataki kōrero mō te Mahere Waka Kotahi ā-rohe o Waikato 19

22 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Key considerations in reviewing the plan: LTMA requirements, including the need to ensure any changes to the 2015 plan are consistent with the Government Policy Statement (GPS) on Land Transport. NZ Transport Agency Business Case principles and guidance recommendations. Consideration of what has changed in the integrated transport planning space since the 2015 plan was developed. The status of current priorities and the consideration of new and emerging priorities. The need to update policies and implementation measures, where relevant. Programme of regional transport activities to be updated to reflect what has been achieved in the first three years of the plan and to include any new or changed activities, providing detail for years 4-6 of the current programme. 1.6 Outcomes of the review process The ILM process identified three priority transport problems for the RLTP to address, with an assigned weighting of importance: growth in the upper North Island is impacting on strategic corridors and hindering economic development 40 per cent system failures and user behaviours expose road users to risk, resulting in a disproportionate number of deaths and serious injuries 35 per cent a changing social, demographic, economic and technological landscape is impacting some communities ability to access the transport system 25 per cent. These priority problems, discussed in Section 3, align closely to the strategic approach for the 2015 plan, as illustrated in Figure 4 'Alignment of the operative RLTP with the ILM review outcomes'. OPERATIVE RLTP ILM REVIEW OUTCOMES Strategic corridors Growth impacting strategic corridors and economic development. Road safety Road safety The review process also reconfirmed the importance of the underlying objectives of environmental sustainability and resilience, planning integration and affordability. Overall, the mid-term review process has reconfirmed the robustness of the 2015 operative plan. As a consequence, the 2018 update focuses on updating the policy front-end of the plan to reflect the new ILM policy framework, and providing an updated programme of transport activities. Key changes to the 2015 plan include: a streamlined focus on the key problems and associated benefits identified in the ILM, concentrating on what we aim to achieve in the next three years, in particular, before we take a fresh look at a new regional land transport plan in 2021 a new weighting of our transport problems and associated objectives that have not been weighted before a fresh look at our transport priorities and objectives and an update and streamlining of our transport policies and implementation measures to ensure they are giving effect to the ILM policy framework an updated strategic context section providing the evidence base for the problems the plan is focussing on some restructuring of the plan to reduce repetition and to strengthen the policy templates (the biggest change is the removal of a separate section on strategic corridors, the key points of which have been incorporated into the economic development template) an updated funding and programme section. The 2018 update is compliant with LTMA requirements. The review has also been carefully undertaken following the NZ Transport Agency s Business Case Approach Guidance for 2018 RLTP Reviews. Appendix 1 and Appendix 2 provide details of how the plan aligns with LTMA and NZTA requirements. Manage demand transport choices Ability to access the transport system Figure 4 Alignment of the operative RLTP with the ILM review outcomes COMMON BASELINE OBJECTIVES: Environmental sustainability and resilience; planning integration and affordability 20

23 What has changed since the last RLTP? National and regional policy changes: New Government Policy Statement on Land Transport 2018/ /28 New National Policy Statement on Urban Development Capacity New Housing Infrastructure Fund for high urban growth areas HCC Housing Accord Access Hamilton Programme Update of Future Proof sub-regional growth strategy Updated NZ Energy Efficiency and Conservation Strategy NZ Transport Agency s draft Long Term Strategic View NZ Transport Agency's draft Transport Agency Investment Proposal NZ Speed Management Guide Resource Legislation Amendment Act Waikato Regional Policy Statement became operative Updated Waikato Regional Road Strategy Waikato Plan Waikato Economic Development Strategy What we know about our key issues: We have a better understanding through Business Case outcomes across a number of areas: strategic corridors, spatial areas (e.g North Waikato, Hamilton and Auckland Connections), and for issues (e.g. cycling, access and mobility). We have a better understanding of growth drivers and emerging issues such as resilience and climate change. The way in which we work: Now driven by business case methodology and outcomes. More collaborative and increasingly cross-sector. Driving efficiencies (e.g. Waikato Road Asset Technical Accord). 1.7 Plan duration The 2018 midterm update of the plan will remain operative until 2021, when under section 13 of the LTMA, the RTC is required to prepare, on behalf of the Waikato Regional, a new regional land transport plan. GPS on Land Transport The draft Government Policy Statement on Land Transport 2018/ /28 (GPS) outlines the Government s strategy to guide land transport investment over the next 10 years. The key priorities for Government are improving safety and improving access, and these are supported by priorities of environment and value for money. Key themes are also identified to guide the delivery of GPS objectives, including a mode neutral approach to transport planning and investment decisions, incorporating technology and innovation into the design and delivery of land transport investment, and integrating land use and transport planning. The RLTP must be consistent with these priorities. The Ministry of Transport is currently consulting on this draft GPS, with a final GPS not expected to be released before June The Government has also signalled its intent to develop a second stage GPS in order to fully realise the Government s direction for transport investment. This is likely to include a review of rail and rail funding, the development of a new road safety strategy, and input from an independent Climate Change Commission to advise on more ambitious emissions reductions targets and strategy. It is also likely to investigate the role and funding for coastal shipping. This update to the 2015 RLTP has therefore been developed in a time of flux, with the Government desiring transformational change, but not yet having fully confirmed key strategic policy direction, such as for rail. The NZ Transport Agency s draft Investment Assessment Framework (IAF) to give effect to the draft GPS is also currently out for consultation and subject to further change, as is the draft Transport Agency Investment Proposal (TAIP). This means the regional programme of transport activities contained in this RLTP could be subject to change, and further work on this may lead to the need for future variations to this Plan. In the meantime, this update to the RLTP has been developed to ensure it is consistent with the draft GPS, as required under the Land Transport Management Act The strategic policy framework for the Plan is designed to move the transport system forward on the path towards the Government s objectives for a more sustainable and transformative transport future. The Plan focuses on priorities to significantly improve road safety, providing increased access for economic and social opportunities, and enabling transport choice and access in urban and rural parts of the region. The Plan also ensures our transport system is resilient, and adverse effects on the environment and public health are reduced. Finally the Plan focuses on a commitment to ensuring value for money. This is detailed throughout sections 2 and 3 of the Plan. The high-level alignment of the updated RLTP to the draft GPS is illustrated in Figure 5 'Alignment of regional and national priorities and objectives' on the following page. Section 1: Introducing the Waikato Regional Land Transport Plan Whiti 1: Whakataki kōrero mō te Mahere Waka Kotahi ā-rohe o Waikato 21

24 International visitors RLTP PRIORITIES to New Zealand and departures by New Zealand residents New Zealands risk exposure for 0-1.5m zone-roads KEY RLTP PRIORITY: ROAD SAFETY Key strategic priority DRAFT GPS PRIORITIES KEY RLTP PRIORITY: ECONOMIC DEVELOPMENT/ STRATEGIC CORRIDORS Key strategic priority KEY RLTP PRIORITY: ACCESS AND MOBILITY Supporting strategic priority UNDERPINNING RLTP OBJECTIVE: AFFORDABILITY DRAFT GPS Supporting strategic priority UNDERPINNING RLTP OBJECTIVE: ENVIRONMENTAL SUSTAINABILITY AND RESILIENCE Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Figure 5 Alignment of regional and national priorities and objectives 22

25 1.8 How to navigate the plan An outline of what is contained in each section of the plan is presented below. REGIONAL POLICY FRAMEWORK Section 1: Introducing the Waikato Regional Land Transport Plan. Outlines the purpose and strategic policy framework for the 2018 update of the plan, including the key outcomes of the review process. Outlines key components of the document. Section 2: Strategic context Describes the strategic context and evidence base for the priority problems the 2018 plan will address. Section 3: Regional Policy framework Describes the regional policy framework for implementing the strategic direction for land transport in the Waikato region based on the ILM outcomes from the mid-term review process. Contains key policy templates for the region s three priority transport problems and underpinning objectives. The region s transport priorities and objectives, along with associated policies and implementation measures, are identified. REGIONAL PROGRAMME OF TRANSPORT ACTIVITIES Section 4: Regional programme of transport activities Describes the updated programme of regional transport activities and associated significance policy and prioritisation methodology contained in the Appendices. Also identifies interregionally significant transport activities supported by our region. Section 5: Funding Explains the funding for the plan. Sets out anticipated revenue sources to give effect to the plan, the six year programme of expenditure, and a forecast of revenue and expenditure for the next 10 financial years as required by the Land Transport Management Act Section 6: Monitoring the Regional Land Tranport Plan Outlines the overall monitoring framework for the plan, including the identification of key performance measures that will measure the benefits of our implementation strategy. Section 7: Delivering the plan and looking towards 2021 Provides a summary conclusion on how the 2018 update to the Regional Land Transport Plan will deliver on the transport outcomes the region is seeking, both through policy implementation and through programme implementation. Also provides signals for the 2021 RLTP. APPENDICES Appendix 1: Legislative alignment with the Land Transport Management Act 2003 Appendix 2: Alignment with NZ Transport Agency s Business Case Guidance for 2018 RLTP reviews Appendix 3: Process for reviewing the plan Appendix 4: Joint corridor statements - Upper North Island Strategic Alliance and SH1/29 - ECMT Working Group Appendix 5: Strategic corridors in the Waikato region Appendix 6: Significance Policy Appendix 7: Method for prioritising significant transport activities Appendix 8: Transport activity class tables Appendix 9: Significant transport activities table Appendix 10: Excerpt from RTC letter to NZ Transport Agency advocating for the inclusion of omitted transport activities Section 1: Introducing the Waikato Regional Land Transport Plan Whiti 1: Whakataki kōrero mō te Mahere Waka Kotahi ā-rohe o Waikato 23

26

27 Section 2: Strategic context for Waikato's key transport problems Whiti 2: Horopaki ā-rautaki mō ngā raru waka kotahi matua o Waikato

28 Section 2: Strategic context for Waikato's key transport problems Horopaki ā-rautaki mō ngā raru waka kotahi matua o Waikato Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Introduction This chapter sets out the strategic context and evidence base for the key transport problems that were identified through the Investment Logic Map (ILM) review process. It builds on the context of the 2015 plan but with a stronger focus on what has changed in the intervening three years since the plan was made operative Integrated land use and transport planning Integrated land use and transport planning sets the overall strategic context for the Regional Land Transport Plan (the plan). This is a key theme in the GPS to help deliver the Government's transport priorities. Section 1.6 in the introduction to this plan, outlined what has changed in the national and regional integrated planning space since the 2015 Plan became operative. The Waikato region has seen key transport stakeholders working across a range of integrated transport planning projects and processes, which have fed into developing this 2018 RLTP update. Business case and planning processes are aligning problem understanding across key plans, strategies and projects, including: 2018 Update of Waikato Regional Land Transport Plan (this plan) current review of Waikato Regional Public Transport Plan 2017 refresh of Waikato Regional Road Strategy 2017 Waikato Plan NZ Transport Agency's Long Term Strategic View and Draft Transport Agency Investment Proposal update of Future Proof Strategy 2017 update of Access Hamilton range of transport related business case work across the region Key stakeholders are represented across these integrated land use and transport planning workstreams. The result of this work in the intervening years since the 2015 RLTP was developed is a consensus understanding and view on the key transport problems we need to address, and the short-term priorities this 2018 update to the RLTP and other implementation plans and strategies will need to deliver on. The strategic context for our key problems (introduced in section 1.6) is outlined below. For each ILM problem statement, the meaning of the problem is defined and the benefits of tackling the problem are identified. 2.2 Problem 1: Protecting the function of our strategic corridors ILM problem statement - 40 per cent weighting Growth in the upper North Island is impacting on strategic corridors and hindering economic growth. There are two key components to this problem statement: Understanding the role our strategic transport network plays in the context of the upper North Island and its importance in facilitating economic development. Understanding where growth is occurring and how it is impacting on the strategic corridors Strategic transport corridors The Waikato region s strategic transport corridor network (both road and rail) is illustrated in Map 2 'Function of key strategic road and rail corridors in the Waikato region' and Map 3 'Function of key strategic corridors in the greater Hamilton area'. These corridors perform a variety of functions (summarised in the following table and annotated on the maps), which are of critical importance for facilitating the inter and intraregional movement of people and freight. 26

29 Key strategic transport corridors SH1/29, NIMT and ECMT road and rail corridor is the primary freight corridor linking Auckland, Hamilton and Tauranga and associated sea and inland ports. SH1 south of Piarere and the NIMT are the primary freight and people movement corridors between the upper and lower North Island. SH2 is a key interregional connection between Auckland, Thames-Coromandel and the Bay of Plenty region that supports tourism and people and freight flows from local communities and industry. SH3 is the key interregional connection between the Waikato and Taranaki regions. SH5 connects the Waikato, Bay of Plenty and Hawke's Bay regions SH25 and SH25A are the key lifeline, freight and tourism routes around the Coromandel Peninsula. A more comprehensive table of the function that strategic corridors play in the region and upper North Island context is included in Appendix 5. A description of the classification applied to our strategic corridors under the one network roading classification is also included in Appendix 5. Waikato Expressway, Huntly. Photo: NZTA Section 2: Strategic context for Waikato's key transport problems Whiti 2: Horopaki ā-rautaki mō ngā raru waka kotahi matua o Waikato Hamilton city arterial corridors that support growth and economic development ( e.g. Ring Road, future Southern Links). 27

30 NIMT SH2 SH25 & 25A Primary rail freight corridor in the North Island. Future function for interregional (Auckland-Waikato) passenger rail. Key interregional corridor connecting Auckland, Coromandel and Bay of Plenty people, tourism and freight. Key lifeline corridor supporting people, freight and tourism around the Coromandel Peninsula. Coromandel AUCKLAND Whitianga 25 Tairua Thames 25A MAP 2 FUNCTION OF KEY STRATEGIC ROAD AND RAIL CORRIDORS IN THE WAIKATO REGION Pukekohe 25 2 Paeroa Te Aroha East coast main trunk Morrinsville TAURANGA HAMILTON Raglan Matamata Cambridge 29 Arterial road corridor 1 ECMT 28 State highway Railway Primary interregional freight corridor linking Auckland, Waikato and Bay of Plenty. Waikato Expressway component between Auckland and Cambridge. 2 Huntly National high volume road corridor National road corridor SH1 & 29 Waihi 27 North Island main trunk LEGEND Regional road corridor Whangamata Te Awamutu Kāwhia 31 Primary rail freight corridor connecting North Island Main Trunk with Port of Tauranga. 5 3 Putaruru National rail corridor Regional rail corridor 1 Ōtorohanga 37 Inland port Rotorua Tokoroa Te Kūiti Major sea ports Freight hub SH1 SOUTH 30 3 Major domestic airports 4 1 Auckland International Airport 32 Principle freight and 5 people movement connecting upper and lower North Island. Taupō 5 Lake Taupō 41 TARANAKI 1 SH3 Key interregional freight and people corridor linking the Waikato and Taranaki km Tūrangi SH5 Interregional corridor connecting Waikato, lower Bay of Plenty and Hawke s Bay.

31 ( ) Huntly MAP 3 FUNCTION OF KEY STRATEGIC ROAD AND RAIL CORRIDORS IN THE GREATER HAMILTON AREA* 1 WAIKATO EXPRESSWAY HAMILTON SECTION Arterial connections WAIKATO DISTRICT Future function to provide eastern and northern access into the city. National high volume road corridor National road corridor Regional road corridor Arterial road corridor Potential national road corridor Potential regional road corridor Potential arterial road corridor Ngāruawāhia National rail corridor Regional rail corridor Waikato Expressway HAMILTON RING ROAD Key strategic corridor moving people and freight in and around the city. Local authority boundaries Airport Freight hub 39A Western c orridor River Road North-south connector Wairere Drive Hamilton City Inland port km * = as per Regional Land Transport Plan While the Waikato Regional has exercised all reasonable skill and care in preparing and controlling the contents of this report, the accepts no liability in contract, tort or otherwise, for any loss, damage, injury or expense (whether direct, indirect or consequential) arising out of the provision of this information or its use by you or any other party. Wairere Drive extension WESTERN CORRIDOR Key people and freight corridor providing employment and industrial connections. 23 Cross-city connector Southern links Southern links Waikato Expressway 21 SOUTHERN LINKS WAIPA DISTRICT Future function to provide strategic state highway and arterial access to southeast and southwest of Hamilton and Peacocke growth area. 3Also connections to SH21 providing access to Hamilton Airport and Titanium Park. Cambridge

32 2.2.2 Growth impacts on strategic corridors There are three key aspects of growth which are affecting the efficiency of our strategic corridors: growth in people and land use growth in freight volumes growth in tourism. The following sections outline the growth problem affecting our strategic corridors in more detail. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Population growth and land use One of the most important influences on transport demand is the pattern and sequence of land use. Growth in population and associated land use is a key issue for parts of our region. There is a consensus regional view, through the operative Waikato Regional Policy Statement and Future Proof subregional growth strategy, on how to plan for and manage growth, and the importance of compact urban form to realise the full benefits of alternative transport modes and demand management strategies. It is recognised that an integrated approach to planning and development will ensure improved community liveability and better transport outcomes. Key growth issues for the region are discussed below, ordered by their spatial location. Growth in the Upper North Island Despite being 20 per cent of New Zealand s land area, the upper North Island contains over half of New Zealand s population. Growth is putting pressure on liveability, housing, infrastructure, the labour market and the environment. The upper North Island population is expected to increase from 2.46 million in 2015 to 3 million by Map 4 'Projected growth for the upper North Island to 2041' on the following page shows growth of urban centres across the Waikato and neighbouring regions. Transport and land use issues and challenges do not stop at regional boundaries, as will be highlighted further in this chapter. The growth of Auckland is continuing to have an impact on the efficiency and effectiveness of our strategic interregional corridors. The Upper North Island Strategic Alliance (UNISA) (1) recognises the critical importance of collaborative stakeholder approaches at an upper North Island scale to manage and respond to a range of interregional and inter metropolitan issues, including transport. An updated Shared Upper North Island Statement has been prepared for inclusion in UNISA regional land transport plans. This is in Appendix 4. Auckland is growing by the size Policies of Hamilton every 4 years Growth at the Auckland/North Waikato boundary Significant population growth is occurring in Auckland and in North Waikato around Tuākau and Pokeno, in particular. Whilst growth has always been anticipated in North Waikato, it is occurring at a faster rate than originally planned, driven in part by growth displacement from southern Auckland. Tuākau is expected to grow from 4,600 in 2016 to 21,000 by Pokeno is expected to grow from 2,100 in to 12,000 by Te Kauwhata is expected to grow from 1,770 in 2016 to 11,000 by 2045 (2) and Waikato District is proceeding to a detailed business case stage to support housing development under the Housing Infrastructure Fund framework. Tuākau and Pokeno were merged into the Waikato region during the Auckland local government restructure in 2010 and as such were not previously included within the Future Proof subregional growth strategy (they are now included in the 2017 Future Proof update). As a consequence, there has been a lack of common understanding about how growth will be managed in this area and therefore how to provide an appropriate transport response. Consequently, land use growth in North Waikato is outpacing infrastructure planning and the provision of transport choices for residents who live there. This is further complicated by the location of the Auckland-Waikato jurisdictional boundary. Residents in North Waikato towns largely look across the regional boundary towards Auckland, rather than Hamilton, for employment and social opportunities, blurring the traditional labour market boundaries. 1 Auckland, Northland, Waikato and Bay of Plenty regional councils, Hamilton and Tauranga city councils, and Whangarei District 2 Future Proof 30

33 MAP 4 PROJECTED POPULATION GROWTH IN THE UPPER NORTH ISLAND TO 2041 AUCKLAND Coromandel Whitianga AUCKLAND Thames Tairua /Pauanui Pokeno Tūākau Te Kauwhata Ngātea Paeroa Waihi Whangamata Huntly Te Aroha Ngāruawāhia Raglan HAMILTON Morrinsville TAURANGA Cambridge Matamata Ōtorohanga Te Awamutu Putaruru Rotorua LEGEND Population projection scale 2013 (Census): Te Kūiti WAIKATO Tokoroa BAY OF PLENTY Lake Taupõ Taupō 1,000 10, ,000 1,000, (projection) Tūrangi 2031 (projection) 2041 (projection) Population for urban areas with >1,000 people

34 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Key transport challenges needing to be addressed in North Waikato have been identified through the recently completed North Waikato Business Case. These include: providing transport infrastructure to meet land use development that supports the delivery of liveable connected communities providing transport services across regional boundaries so residents can access employment and key services ensuring that land use development does not undermine strategic infrastructure investment such as the Waikato Expressway. The Government has recently prioritised the Hamilton to Auckland corridor and has tasked the Ministry of Business and Innovation and Employment to coordinate a multi-agency approach to look at this corridor holistically, from an integrated transport, land use and social/desired liveability outcomes perspective. This will take into account work that has already been undertaken in this area, including the North Waikato Business Case and the strategic business case on transport connections between Hamilton and Auckland. Developing an agreed and integrated land transport response that is anchored in relevant land use and transport plans is essential to support desired community and transport outcomes. Figure 6 'Future Proof subregion' below illustrates the Future Proof settlement pattern for the subregion. 3 Future Proof Figure 6 Future Proof subregion Growth in and around Hamilton Significant population growth is also occurring in and around Hamilton. Hamilton's growth has been faster than projected, putting pressure on the transport network. The gap between demand, supply and desirable levels of service and safety is growing. Increased demand is accelerating congestion and safety problems in and around the city, increasing travel times and affecting efficient freight and people movements. This is of concern because Hamilton's strategic transport network plays a crucial role in facilitating regional and upper North Island economic development, connecting key industrial and commercial activities and inland ports to the strategically important Waikato Expressway. Hamilton is expected to grow from 156,000 people in 2016 to between 215,000 and 235,000 by (3) This increase will need between 33,000 and 41,000 additional dwellings, half infill and half greenfield development. This growth has been monitored and planned for as part of the Future Proof subregional growth strategy and the Waikato Regional Policy Statement. Hamilton city has also recently updated its Access Hamilton Strategy and Programme 2017, which sets out the basis for Hamilton's transport planning and investment over the next 30 years. The objective is to provide a balanced transport system for Hamilton that is safer, provides reliable access to greenfield development areas and maintains access for existing areas to support economic development and travel choice. Hamilton city has well defined growth areas, which are outlined in Figure 7 'Hamilton city's growth areas'. But recent central government policy developments, along with faster than projected growth, is speeding up the pace of housing and infrastructure requirements. The 2016 National Policy Statement on Urban Development Capacity (NPS-UDC) now requires local authorities defined as high growth areas, including Hamilton city, to provide sufficient development capacity in their Resource Management Act plans for housing and business growth to meet demand. Hamilton city has also signed a Housing Accord with the Government, as a way to increase housing supply and improve housing affordability in Hamilton. This enables the identification of Special Housing Areas, providing developers with more permissive and faster resource consent and planning processes in these designated areas. This means we will see development of Hamilton's defined future growth areas, in some cases much sooner than originally planned and anticipated., for example, has sought and been approved under the Housing Infrastructure Fund (designed to accelerate housing delivery in high urban growth areas identified in the NPS-UDC) to proceed to the detailed business case stage for the Peacocke growth cell. This would support development of a bridge river crossing, and associated arterial road and wastewater infrastructure for the Peacocke growth cell. Some components 32

35 are part of Southern Links, a key joint NZ Transport Agency/ project that will deliver wider benefits to greater Hamilton and the region. There are currently 50,000 commuters entering Hamilton city each day from the surrounding areas and residential growth means that this is expected to increase by 40 per cent over the next 30 years, mainly from the south. (4) 39 1 Horotiu Te Kōwhai Ngāruawāhia Rotokauri Whatawhata 23 Waipa District Waikato District Rototuna LEGEND Current RPS Urban Limits Hamilton City Structure Gordonton Plan Areas Urban Areas Rukuhia Ruakura Peacocke Figure 7 Hamilton city's growth areas 21 Matangi It is important to note that this projected growth and demand will not only be met by greenfield growth areas. Approximately half of this growth within Hamilton city is planned to be accommodated through infill, as the evidence box illustrates. Million Tonnes Northland Auckland 4 Access Hamilton Programme Draft GPS Upper North Island Freight Story Waikato Bay of Plenty Gisborne 1 Hawke s Bay Taranaki Along with significant industrial and commercial growth occurring in and around Hamilton (discussed further under people and freight movements), we are facing a much busier city in terms of traffic growth and peak congestion at particular locations. Increasing dependency and current priorities toward car-based mobility is worsening congestion People and freight movements The efficient movement of freight is vital to our economic success. The upper North Island s road and transport network connects Auckland, Hamilton and Tauranga and carries the majority of New Zealand s people and goods. The country s highest traffic volumes are found in and around these cities, and the road and rail freight routes between Tauranga and Auckland (via Hamilton) form the country s most significant freight corridor. Map 5 'Freight volume in the Waikato region (2012)' illustrates this. In addition, there is a growing fleet of commercial vans and carriers with smaller vehicles undertaking distribution tasks for businesses and increasingly residents who make use of the internet for ordering goods and supplies. This is also adding to the freight task, particularly in the greater Hamilton area which is subject to significant growth as has previously been discussed. Freight on the NZ network is forecast to grow by over 50 per cent by 2042, predominantly on road rather than by rail. (5) The freight task in the upper North Island is expected to increase by 59 per cent by (6) Figure 8 'Anticipated freight growth ' illustrates projected freight growth. Region of Origin Manawatū/Whanganui Wellington Figure 8 Anticipated freight growth Nelson\Marlborough West Coast Canterbury Otago Southland Section 2: Strategic context for Waikato's key transport problems Whiti 2: Horopaki ā-rautaki mō ngā raru waka kotahi matua o Waikato 33

36 The majority of the freight task is carried on roads rather than rail, however the Waikato and Bay of Plenty have the most densely used section of the national rail network, accounting for about one third of rail traffic, with a focus on the Port of Tauranga. (7) It is estimated that growth of throughput processed by the Port of Tauranga could add up to 75 per cent to rail freight movements over the next 30 years. (8) Construction has started for the first six hectares of stage one of the Ruakura inland port, with an anticipated opening date of By 2021, stage one in its entirety is anticipated to be in place with a 900-metre long rail siding. Project completion is expected in 2041 providing full capability for handling one million 20-foot containers per year. It is also anticipated that Ruakura will ultimately be home to over 10,000 employees and 4,500 residents. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan For the Waikato region, protecting the North Island Main Trunk (NIMT) and East Coast Main Trunk (ECMT) for interregional freight movement is a priority. The growth of Auckland and level of passenger train movements on the NIMT will progressively create a conflict with freight operations, so ongoing investment in rail s resilience, capacity and efficiency is critically important to be able to respond to the current and projected freight task. Globally, there is a trend of using larger ships to move international freight. That trend is expected to continue, potentially changing patterns of port use around the country as import/export freight functions are consolidated in fewer sea ports. The impact this will have on the freight system is that some types of export freight will need to move longer distances and concentrate on fewer destinations. Within the Waikato and throughout New Zealand there is also an increasing number of inland ports, which consolidate goods before or after exiting or entering a sea port. This is also changing the pattern of freight movement around the country. Ruakura will ultimately become New Zealand s largest integrated commercial and lifestyle development with a key inland hub and logistics facilities, designed to improve the freight economics of the upper North Island. 7 MoT, Transport Outlook Current State 2016 A summary of New Zealand's transport system 8 NZ Transport Agency draft Long Term Strategic View To the south of Hamilton city, Titanium Park at Hamilton Airport continues to develop with new areas opening up in the western and central precincts. To the north of Hamilton, Northgate Business Park, strategically positioned between the Ports of Auckland and Tauranga, and the Ports of Auckland Waikato Freight Hub are faciliating freight growth in Horotiu. The Rotokauri industrial area, including the NZ Post centre, and Crawford Street freight hub and Mainfreight distribution centre, are also key nodes. The Auckland Airport also plays an increasingly important role as an export hub for food and other products sourced from the Waikato region. Efficient access for freight movements is therefore vital. The development of key strategic inland ports in the Waikato region, coupled with projected freight and population growth, will mean that it will be a challenge to ensure the ongoing efficient movement of freight on our region's interregionally significant strategic freight corridors. 34

37 AUCKLAND Coromandel Whitianga AUCKLAND 25 Tairua /Pauanui 25 Thames 25A Pokeno Whangamata Ngātea 2 Tūākau MAP 5 Te Kauwhata FREIGHT VOLUME IN THE WAIKATO REGION (2012) 27 1 Ngāruawāhia Waihi 2 26 Te Aroha Huntly TAURANGA Morrinsville LEGEND Major sea ports Paeroa HAMILTON Raglan Matamata 23 Cambridge 39 Inland ports: Existing inland ports 29 Te Awamutu Future inland ports Putaruru 3 5 Rotorua Ōtorohanga Average annual heavy vehicle counts per day: BAY OF PLENTY Tokoroa Te Kūiti WAIKATO (max.) Taupō Lake Taupõ Tūrangi TARANAKI 5

38 Growth in tourism Tourism is a significant export earner for New Zealand, trumping dairy as New Zealand s top export earner in It is also a significant employer. Overseas visitor arrivals When combined with domestic tourists travelling regularly on our region s roads to favoured places such as the Coromandel Peninsula, tourism growth is expected to put added pressure on our strategic corridors. Applying a customer focused lens to tourism journeys requires us to provide a consistent level of experience on transport corridors to minimise the risk of crashes and to maximise the tourist experience, which in turn is expected to have economic benefits. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Million Year Figure 9 Growth in tourism Tourist numbers in New Zealand are forecast to increase from 3.1 million in 2015 to 4.5 million in (9) International tourist spend in the Waikato grew annually by 16 per cent from June 2013 to June Around 1.3 million users visited the 22 Great Rides in 2015, generating an estimated $37.4 million for local communities. The Hauraki Rail Trail generated about $3 million in domestic revenue and $260,000 in international revenue in 2015, with a total of 81,888 visits. With about 70 per cent of visitors entering the country via Auckland (from air and increasingly sea cruise travel), a high proportion of tourists travelling by road will travel on Waikato roads, including to key tourism destinations in the Waikato such as Hobbiton in Matamata and Waitomo Caves. The NZ Transport Agency s long term strategic view identifies that there has been a shift in how tourists get around with more tourists choosing to drive themselves using both state highways and the local roads. National and regional initiatives to highlight a wider range of tourism experiences are spreading tourists spatially. For example, regional cycle trails have been recognised as a valuable and important economic development opportunity for the region by the Waikato Regional Transport Committee, and this has been identified in the Waikato Plan, and as an opportunity for the Waikato Means Business Strategy to realise economic benefits for the region. Investment in cycle trails and supporting economic development is considered be potentially transformative in some communities over time. (10) 9 NZ Transport Agency Draft Long Term Strategic View 10 Regional Cycling Programme Business Case. In recognition of this growth, the previous government announced in June 2017 a $102 million tourism infrastructure fund. The fund would provide $100 million in the next four years in partnership with local councils for projects such as new car parks, toilets and freedom camping facilities Resilience of our strategic corridors Resilience is a major issue for our region, from both an economic and environmental point of view. All of the growth issues discussed above - the growth in people and land use, the growth in freight, and the growth in our tourism industry impact on the ability to maintain the efficiency and performance of our strategic corridors. Unchecked, levels of service drop, travel time reliability decreases and there is a flow-on effect on productivity and economic wellbeing for our region, the upper North Island, and ultimately for New Zealand as a whole. Waikato Canterbury Bay of Plenty Otago Auckland Northland km of road [0-1.5m LiDAR] Local road Collector road Aterial road Motorway/expressway NIWA technical report 2015 Figure 10 Length of road in low-lying coastal areas (0-1.5 LiDar elevation) From an environmental perspective, a number of our key strategic transport corridors are facing increasing resilience issues related to climate change. Some of our towns and transport infrastructure are located near the coast and are vulnerable to events that undermine the resilience of the network. Figure 10 'Length of road in low-lying coastal areas (0-1.5 LiDar elevation)' illustrates national and regional exposure of roading infrastructure in low-lying coastal areas (2015). The SH25 corridor in the Coromandel Peninsula is a key lifeline route providing access for local residents, tourists and industry. In 2017, weather events have demonstrated that SH25 36

39 is prone to route security issues from flooding and slips, which have had a significant impact on the social and economic wellbeing of residents of the Coromandel Peninsula. by the end of There is, however, no coordinated plan for the roll out of electric charging stations in the region. This is currently happening in an ad-hoc way. The NZ Transport Agency is currently working collaboratively with Thames Coromandel District on a business case looking at the resilience of the transport corridors in the Coromandel Peninsula and work required to improve this. Further work on the resilience of strategic corridors is also underway through other business cases. The Safe Roads Alliance, for example, has been working on a business case on SH3 that addresses road safety and resilience issues on this route. There are also ongoing resilience concerns for SH1 south of Taupō through the Desert Road and SH2 through the Karangahake Gorge. Energy efficiency and sustainability A resilient transport corridor is also a sustainable and energy efficient corridor. New Zealand has a climate change target to achieve 30 per cent below 2005 greenhouse gas emissions levels by 2030, and transport is a key component of achieving this. The New Zealand Energy Efficiency Conservation Strategy identifies efficient and low emissions transport as one of three priority areas for the strategy. It includes a target that electric vehicles make up 2 per cent of the vehicle fleet 6K 4K 2K 0K Jan 2014 Jan 2015 Jan 2016 Heavy EV Used light plug-in hybrid The Government is signalling much more ambitious policies and targets to combat greenhouse gas emissions from the transport sector, and to increase the electric vehicle fleet. This may include input from the Independent Climate Change Commission (once established) to ensure consistency with overall emissions reductions targets and strategy in the second stage GPS. The reality is, however, that New Zealanders continue to rely predominantly upon private motor vehicles to move people and goods around the country. Technology is driving fast-moving change in our land transport system. Incorporating technology and innovation into the design and delivery of land transport investment is highlighted as a key theme to support the effective delivery of the draft GPS. This is a key challenge for our region to ensure we are proactive and on top of these trends in our planning and delivery of our regional transport system. It is clear that electric vehicles are coming at a faster pace than anticipated and autonomous vehicles and other technologies are likely to be here sooner than we think. The rapid uptake of electric vehicles is illustrated in Figure 11 'Growth in Electric Vehicle fleet '. (11) Jan 2017 New light plug-in hybrid Used light pure electric New light pure electric Ministry of Transport 2017 Figure 11 Growth in Electric Vehicle fleet Transport accounts for around 36 per cent of New Zealand s energy use and 17 per cent of New Zealand s gross emissions. There were 3.9 million vehicles in New Zealand in 2015, an increase of 20 per cent over ten years. Cars and SUVs made up 78 per cent of the vehicle fleet. New Zealand is among the top ten countries for vehicle ownership per capita. In August 2017 there were 4,580 electric vehicle registrations in New Zealand, with exponential growth beginning to occur Section 2: Strategic context for Waikato's key transport problems Whiti 2: Horopaki ā-rautaki mō ngā raru waka kotahi matua o Waikato 37

40 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Transport's role in mitigation: encouraging the uptake of more fuel-efficient vehicles, including freight vehicles (e.g. 50MAX) enabling the uptake of new vehicle and network technologies that offer emissions reduction benefits (e.g. autonomous vehicles, electric vehicles) advancing demand management approaches that incentivise modal shift to more energy efficient mass and personal transit options (e.g. public transport, walking and cycling, ride-share) shaping more efficient, integrated land transport networks and associated patterns of land use optimising materials selection, use and reuse in network construction and maintenance activities reducing congestion in our major urban areas to improve network efficiency, keep vehicles moving and reduce emissions Benefits of addressing problem 1 - protecting the function of our strategic corridors We have seen in earlier discussion the multifaceted issues impacting on the efficiency of our strategic corridors and the important function they play in facilitating access for social and economic opportunities for our region and the upper North Island. Directing investment to this top level priority for the region (40 per cent weighting) will bring a range of benefits to our communities, businesses and to the country. The ILM review process has identified the high level benefit that will come from addressing this problem, which is moving people and goods more efficiently and effectively. Focusing on this problem will also contribute to national benefits, outcomes and priorities. Problem 1 benefits economic development ILM benefit Move people and goods more efficiently. Draft GPS 2018 Contributing to the access objective: A land transport system that provides increased access for economic and social opportunities by: focusing on inter and intraregional strategic corridors to ensure better access to markets, business areas, and supporting tourism; focusing on high growth urban areas in the Waikato region to ensure better access and connections, and integrating land use and transport planning and delivery at the regional and wider interregional scale; and contributing to sustainable economic development of regional New Zealand by supporting safer and better transport connections within the Waikato region. Contributing to the access objective: A land transport system that is resilient by identifying the most critical connections in the Waikato region where improved network resilience is required. Supporting a move towards a mode neutral approach to transport planning and investment decisions by promoting alternative transport modes and advocating for interregional passenger rail and integrated modal funding. Supporting a step change in reducing transport s negative effects on the climate by focusing on what the region can do to promote the uptake of electric vehicles and promote energy efficient transport modes. Identifying the opportunity of incorporating technology and innovation into the design and delivery of land transport investment. 38

41 2.3 Problem 2: Road ILM problem statement 35 per cent weighting System failures and user behaviours expose road users to risk, resulting in a disproportionate number of deaths and serious injuries. Road safety in the Waikato region is a nationally significant issue, with road deaths and serious injuries (DSI) in the region regularly accounting for more than 20 per cent of national road casualties each year. Despite significant work (both nationally and regionally) to try to reduce regional road casualties the statistics show that the road casualty rate is not reducing fast enough. In 2017, 380 people died on our roads in New Zealand, more than one a day. The Government is signalling serious intent to continue to drive road safety as a key national priority in the GPS. Figure 12 'Deaths and serious injuries in the Waikato by transport mode ' illustrates the changing number of DSIs for each transport mode in the region. Deaths and serious injuries (DSI) Year Vehicles Motorcycles Trucks Pedestrians Bicycles Figure 12 Deaths and serious injuries in the Waikato by transport mode Road safety is a complex problem with many elements, which the problem statement tries to capture. System failures refer to a range of factors within the transport system, including the physical road environment, user behaviours and the management and leadership model within which road safety implementation is delivered. These range of factors expose road users to risk. Coupled with this, the Waikato region has an extensive road network and high traffic volumes on interregional routes and some local roads. We have seen the growth implications on our strategic corridors outlined in problem 1 above, but this growth is also exacerbating the safety risk of travel. 12 Waikato Regional Road Strategy All of these factors are leading to a disproportionate number of deaths and serious injuries in our region compared to the national statistics. This imposes social economic costs of around $500 million per year along with intangible, financial, economic and community costs. Deaths and serious injuries (DSI) in the Waikato region historically represent over 20 per cent of national casualties each year. In 2016, Waikato DSI represented 24 per cent of national road casualties. 24 per cent of DSI crashes are speed related. Alcohol or drug impaired drivers make up 25 per cent of DSI crashes. Motorcyclists are involved in per cent of DSI crashes (crash risk is 18 times higher than cars). Up to 15 per cent of DSI crashes involve people not wearing seatbelts or helmets per cent of urban road related casualties are pedestrians. 15 per cent of urban casualties are cyclists. (12) Waikato Regional Road Strategy A lot of work has recently been undertaken in the region to critically examine the road safety problem with the update of the Waikato Regional Road safety Strategy (WRRSS). The overall regional response to road safety issues follows the national Safe System approach and direction from the national road safety strategy, Safer Journeys This is built around the Safe System principles that people make mistakes, people are vulnerable, we need to share responsibility and we need to strengthen all parts of the system. The WRRSS 2017 has built on this approach, identifying the key factors contributing to death and serious injury crashes in the Waikato region and outlining key short-term priorities to make traction on this issue. Longer-term priorities and signals have also been identified. This has informed regional road safety policy development in section 3 of this plan. Key priority issues identified in the WRRSS include: Leadership and the need for a collaborative, multi agency approach to drive progress forward. Addressing speed management this is a particularly complex issue. Achieving safer speeds is a powerful way to reduce deaths and serious injuries. Targeting safe road use and high risk users by way of enforcement, education and behavioural change campaigns. Our vulnerable road users (pedestrians and cyclists, young drivers aged 16-24, and motorcyclists) are particularly at risk. So too are heavy motor vehicles and impaired drivers (with alcohol and drugs, fatigue, and distraction all playing a factor). Section 2: Strategic context for Waikato's key transport problems Whiti 2: Horopaki ā-rautaki mō ngā raru waka kotahi matua o Waikato 39

42 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan The WRRSS sets the following challenging road safety targets: by 2040 there will be no more than 39 road related deaths per annum in the region (a 50 per cent reduction in fatalities). by 2040 there will be no more than 225 road related serious injuries per annum in the region (a 25 per cent reduction in serious injuries) The current regional model for road safety delivery in the region, which has enabled road safety stakeholders to come together at all levels of planning and operations, has worked well historically. But the review process identified the need to better empower the Regional Road Forum as a key champion of road safety, to oversee the delivery of the WRRSS, including supporting and guiding local Road safety action planning. Refreshing and reinvigorating the Waikato regional model for road safety delivery is seen as critical to turning things around. This is also important in order to drive a much needed road safety culture change, which has been identified as a key longer-term priority. This culture change is necessary if we are to make real inroads towards the WRRSS's vision of working together towards zero deaths and serious injuries on Waikato s roads Access Hamilton The update of the Access Hamilton Strategy 2017 is another key implementation tool to drive positive road safety outcomes in the region. Growth in and around Hamilton and the wider Future Proof subregion is increasing road safety risk. Population growth means more travel, and more travel means more risk. The road safety picture for Approximately 50 people are killed or seriously injured in crashes each year (typically 9 are pedestrians or cyclists). Vulnerable users (pedestrians and cyclists) are over represented in crashes. High speed intersections are a key risk area. The Access Hamilton Programme 2017 outlines the safety outcomes the city wants to see over the next 10 years and the preferred programme of work necessary to achieve these outcomes. It is recognised that a significant increase in investment in safety interventions will be necessary to achieve the outcomes. This also applies across the whole region, if we are to achieve the WRRSS targets. Collective implementation through the WRRSS, Access Hamilton Strategy, road safety action planning at the local level, and through the work of the New Zealand Police, will be critical to realising these goals. So too, will be work undertaken to develop a new national Road Strategy and action plan as signalled in the draft GPS. Regional stakeholders will want to be involved in this process Benefits of addressing problem 2 - road safety We have seen in the above discussion the complexity of the road safety issue and the importance of ensuring road safety governance in the region is working to its full potential to drive the culture change we need to tackle this problem. Directing investment to this key priority for the region (35 per cent weighting) will bring social and economic benefits to our communities, our region and to our country. The ILM review process has identified the high level benefit that will come from addressing this problem, which is reduced social and economic costs. Focusing on this problem will also contribute to wider national objectives for improving road safety outcomes, as articulated in the draft GPS. Problem 2 benefits road safety ILM benefit Reduced social and economic costs. Draft GPS 2018 Contributing to the safety objective: A land transport system that is a safe system, free of death and serious injury by: focusing on the Waikato region s key priority road safety issues and by leading advocacy in areas such as speed management to target a significant reduction in deaths and serious injuries; and supporting investment towards improving the safety of cyclists and pedestrians, recognising this is a key part of improving accessibility and the uptake of these modes. Contributing to the access objective to reduce the adverse effects of the land transport system on public health. 40

43 2.4 Problem 3: Providing for access and mobility needs for our communities ILM problem statement 25 per cent weighting A changing social, demographic, economic and technological landscape is impacting some communities' ability to access the transport system. Providing for the access and mobility needs of our diverse communities in the Waikato region is the third priority issue identified for the plan. This is a key priority area for the Government in the draft GPS. We are faced with significant challenges, including: population change (both growth as we have seen in problem 1 and decline in other parts of the region) social change (demographics and the way we function as a society) technological change (the way we operate, communicate and move around) questions around affordability and the ability for communities to pay local funding share for transport activities inequity of outcomes from current transport investment the challenge of providing a range of transport options for all people to access the transport system. The ILM problem statement inherently recognises that these challenges present themselves differently in urban and rural parts of the region. There are many communities within the Waikato with differing transport needs and experiences and our existing transport system does not meet all of these needs, particularly for rural towns and for the transport disadvantaged. Many of these rural towns do not have public transport services, have ageing and young populations that do not have access to a private vehicle, and are experiencing withdrawal of social services and employment opportunities. Transport is a key determinant of health (both physical and mental health), particularly for the transport disadvantaged, and there is a direct correlation between having access and mobility (transport choices) and the level of participation people have in society. A lack of access is known to reduce participation in activities that support good health and wellbeing and, consequently, reduce quality of life for many people. The Access and Mobility Programme Business Case, currently being undertaken by Waikato Regional and key partners, is starting to shine light on this very broad problem area, with transport but one player in an integrated range of solutions needed to ensure effective access and mobility for our region. The work of this business case has guided access and mobility policy development in Section 3 of this plan Access and mobility in rural areas Population ageing is a particular issue in the Waikato Region, and is leading to a reduction in the proportion of people who have a driver s licence and access to a motor vehicle, and increased demand for other forms of access and mobility. This is expected to become more of an issue in the future, since the number of people aged over 65 years is projected to more than double by 2043, and the proportion is projected to increase from 15 per cent to 25 per cent. Many rural areas are facing the combined issue of ageing within overall local population decline. Ageing populations also result in an increased proportion of people with disability, which is strongly correlated with age. In rural areas, private vehicles are critically important, with access to transport choice beyond the private vehicle more limited. For people who do not have access to a car in rural areas, transport choices to access services in larger centres are often non-existent, inaccessible, inconvenient or expensive. Section 2: Strategic context for Waikato's key transport problems Whiti 2: Horopaki ā-rautaki mō ngā raru waka kotahi matua o Waikato 41

44 Population growth is occurring in North Waikato and in and around Hamilton as discussed in section Population stasis or decline is occurring, or is projected to occur, in nine district council jurisdictions within the region. The number of people aged over 65 years is projected to more than double from 61,600 in 2013 to 130,000 in 2043 and the proportion of the population aged over 65 years is projected to increase from 15 per cent to 25 per cent. (13) As the population of the region ages, this in turn results in an increased proportion of people with a disability. Many rural areas are facing the combined issue of ageing within overall local population decline. In South Waikato, for example, the 2013 population of 23,200 is projected to decrease to 19,750 by This change will include an increase of 2,500 people aged over 65 years, who will make up 31 per cent of the population of South Waikato District by (14) South Waikato District will be the focus initially as it has recently implemented a district public transport service called the Urban Connector, is trialing a health shuttle service and also has services shuttling students to and from the University of Waikato. The intention is for the learnings from this case study to be applied to other locations to develop customised funding and provision models that enhance access and mobility in each community, and to help finalise the programme business case Access and mobility in urban areas In urban areas, access and mobility outcomes can be improved through the provision of a multimodal and accessible integrated land use and transport system that provides transport choice and access to a range of transport modes. This can minimise effects associated with growing populations such as congestion and provide a resilient network that is better able to support the needs of a changing and ageing population. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Declining and ageing populations are further reducing the ability to fund rates and therefore to provide for the services the community requires. No single agency is responsible for access and mobility, and so there has historically been disjointed provision of services across district health boards, Ministry of Education, community organisations and local authorities. Policy decisions from one sector can have implications for transport choice. The Ministry of Education, for example, has recently changed the service delivery model for school bus service provision in the Waikato region. This has resulted in local authorities and the NZ Transport Agency having to consider alternative options for these students. No decision has been made as yet, but any changes made will have implications for service provision in the region. The Access and Mobility Programme Business Case has highlighted the need for cross-sector collaboration between health, transport, education and social services to address inequities and provide better access and mobility outcomes for our communities. But the programme business case has also identified evidence gaps in problem understanding that is preventing the business case from being progressed until those gaps are filled. There is a wealth of generic evidence suggesting that access and mobility problems affect participation in all kinds of activities, with flow-on effect for the health and wellbeing of communities. However, this is not specific enough to inform a comprehensive programme of activities for the Waikato region. The intention is to collect more region specific and sector specific evidence on how the problems manifest in each district by using case studies, surveys and workshops over the next few years to inform the next regional land transport plan. There are, however particular challenges across the transport modes that need to be addressed in order to aspire to the above. The Government s access priorities have a particular focus on ensuring cities are well connected, safe, accessible and liveable, and that our communities have more transport choice. Providing inviting public spaces that are attractive and safe for walking and cycling to help increase the mode shift from private vehicle trips to walking, cycling and public transport in our cities and towns, is a key aspiration not only for Government but for our region. Recent work undertaken by key stakeholders, including the 2017 update to the Access Hamilton Strategy, the current review of the Waikato Regional Public Transport Plan (RPTP) and the Cycling Programme Business Case, are all ensuring a shared view of priority problems and priorities in this space. There is a reducing proportion of trips by walking, cycling and public transport leading to an increasing reliance and higher future demand for car travel in Hamilton city. Bus patronage in Hamilton has declined for the past three years. Almost 20% of household trips in NZ are less than 2km and almost half are less than 6km and could be covered by walking and cycling but cycling accounts for less than 2 per cent of total time spent travelling on roads. 13 Statistics New Zealand: Estimates and Projections, accessed January 2017 from 14 Statistics NZ dataset: Subnational population projections, by age and sex, 2013 (base year) 2043, accessed 3rd June 2015 from 42

45 Public transport The 2015 Waikato Regional Public Transport Plan (RPTP) and Access Hamilton Strategy have recently been through business case processes to understand key problems and benefits in relation to public transport and wider transport choice. Key problems are well aligned: High population growth and increasing dependency on cars is causing congestion in Hamilton city and our towns, hampering economic development and community wellbeing - current priorities towards car-based mobility is also resulting in low use of other modes. Lack of suitable transport options is limiting access to essential services and employment. Poor perceptions and journey experiences are a barrier to growing public transport patronage (despite considerable efforts, we are not seeing patronage gains). The RPTP review has identified the need to optimise efficiency and improve the reliability of current services, in part to counter growing congestion. Increasing dependence on the private car and growth in population is adversely affecting any travel time advantage public transport may have, as buses are caught up in traffic. This then detracts from user demand and contributes to the decline we are seeing in public transport patronage. The review has also identified the need for new services to cater for new growth areas. The North Waikato business case is currently looking at transport options in this high growth area. The second problem of providing a range of transport choices also applies to rural areas. Ultimately, we need to look beyond the traditional bus to community based transport solutions, which has been discussed under Section Passengers boardings 4,500,00 4,000,00 3,500,00 3,000,00 2,500,00 2,000,00 1,500, ,00,00 500, / / / /09 Year 2010/ / /15 Hamilton services District services Services into towns surrounding Hamilton Figure 13 Waikato public transport patronage levels Improving customer experience across 'whole of journey' is the third problem area that has been identified. Making public transport an attractive alternative is key to turning around the 2016/17 decline in patronage. Figure 13 'Waikato public transport patronage levels ' shows Public Transport patronage levels for the region. The agreed focus, through Access Hamilton and the RPTP review, which has informed development of policy in section 3 of this plan, includes: Development of a mass transit plan for the greater Hamilton area that will guide future investment in services and infrastructure. This will determine and coordinate how and when to develop services and infrastructure to effect the mode shift that is required (a target of little more than a doubling in trips by public transport under the Access Hamilton Programme 2017). Modelling shows that investment in bus priority and travel time savings is a core component to increasing patronage. Focus on people movement rather than just services. Focus on delivering access to new growth areas (greater Hamilton and North Waikato) and ensure we get our integrated planning 'right'. Demand/response services for rural areas. The fast pace of technology change means that we are on the verge of a major paradigm shift in transport technology, which will improve access and mobility outcomes, particularly in the area of public transport. Integrated ticketing and greater use of global positioning systems and smart phones are improving customer experience and access to real time travel information. This should help to improve customer experience, making public transport a more attractive alternative. The draft GPS supports greater priority and increased investment in public transport and has provided a new funding activity class for rapid transit activities. With the Waikato RPTP currently under review, the region is well placed to uptake opportunities provided in the draft GPS to improve public transport outcomes Passenger rail The future role of rail as a transport option in providing inter regional passenger services is currently being explored in the context of a Government that wants to see transformative change in this area. The draft GPS supports an increased focus on public transport and reducing the reliance on single occupant vehicles, and clearly identifies rail as having an important role to play in this. The Government is supporting increased investment in rail, including a desire to see a future interregional passenger rail service between Auckland, Hamilton and Tauranga (discussed further in Section 5.2.4). Currently, work is being undertaken through the Hamilton to Auckland Transport Connections Strategic Business Case to enlighten collective understanding of the future proposition for passenger rail. In tandem with this, with the support of Waikato Regional, is proposing a start up interregional rail service from Hamilton to Auckland that could be up and running within 18 months. Section 2: Strategic context for Waikato's key transport problems Whiti 2: Horopaki ā-rautaki mō ngā raru waka kotahi matua o Waikato 43

46 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan The Minister of Transport has confirmed the Government's intention to progress this work as a matter of priority, including advancing development of the Auckland to Hamilton corridor as part of a wider regional growth initiative. A new transitional rail activity class has been included in the draft GPS. This will provide scope for funding key rail projects that cannot wait for the rail review signalled as part of the second stage GPS. The activity class specifically supports investment in implementation of trial interregional rail commuter services that support housing and employment opportunities. Any decisions however, on a regional passenger rail service including Government funding contributions, are at this stage unknown. In the absence of funding certainty, key stakeholders will continue to work through the wider Strategic Business Case and advance investigations into the start-up trial rail project. A demand survey has recently been undertaken, indicating good support for an express service, and Waikato Regional is consulting through the Long Term Plan on whether the community would support an interregional passenger rail service (subject to significant central government funding commitment) and associated local rates implications. There are also a number of critical constraints, that whilst not preventing the start up of a service, need to be addressed in order to support sustainable long term passenger rail options. These include: the need for completion of Auckland city s inner rail loop to provide greater rail network flexibility and access to Britomart Station, and to enable capacity for an inter regional service the completion of the third rail line in Auckland (Westfield to Wiri) to meet freight demand and conflict between rail freight and passenger rail movements extension of electrification of the rail line from Papakura to Pukekohe; rolling stock sufficient demand integrated ticketing rail infrastructure the level of investment commitment to support a sustainable service. There will also need to be integrated land use and transport planning considerations to work through, such as future interchange facilities in Hamilton city and Waikato district to support multimodal interregional journeys. has already secured land for a rail platform and interchange facility in the north of the city. This plan contains an activity in Appendix 8 to support the start up interregional rail service between Hamilton and Auckland, contingent on central government funding and confirmation in relevant Long Term Plans. 15 Access Hamilton Programme Despite the challenges, the Regional Transport Committee continues to advocate for protection of the region's strategic rail corridors and advancing investigations into future interregional passenger rail options. It is clear that in order to realise the Government's vision for transformative change in this space, there will be more engagement with the transport sector into the first year of this updated RLTP. It is considered the RLTP is well set up to take advantage of future opportunities to advance passenger rail options Walking and cycling Walking and cycling as part of an integrated suite of transport modes have demonstrated benefits for our communities and for us as individuals. Increased walking and cycling has economic, health, environmental, safety, accessibility and social benefits, and can help to improve the liveability and sustainability of our communities. A regional cycling programme business case was developed in 2016 focusing on a programme of cycling investment in the region to deliver better, more and safer cycling. This has informed cycling policy development in Section 3 of this plan. The business case identifies that fragmented networks and facilities make cycling and walking unsafe and inconvenient. It also identifies that there are some remaining barriers to cycling, including lack of information, lack of skills and societal perceptions about the acceptability of cycling, all of which skews participation levels. The priorities identified in the business case are to provide safe, connected, coherent and accessible walking and cycling networks and facilities, supported by education and behaviour change programmes aimed at reducing barriers to participation in active transport modes. The greatest opportunities to increase walking and cycling mode share are in our urban areas, particularly in and around Hamilton. But in spite of having comparable infrastructure, and a higher proportion of expenditure on walking and cycling, Hamilton has a lower proportion of trips by walking and cycling than other cities (15) The Access Hamilton Strategy 2017 (along with the Hamilton Biking Plan ) has outlined a 10 year programme of activities, the result of which, if realised, would see a doubling in walking and cycling in the city. Increasing use of electric bikes increases the range and potential users for cycling facilities. 44

47 Good urban design with safe, connected and coherent footpaths and crossing facilities are critical to improving walking and mobility outcomes, not only for Hamilton city but for the towns in our region. This is also especially important to improve access and mobility outcomes for the transport disadvantaged (disabled access and for those people without access to a private motor vehicle). There is clear evidence that good urban design environments lead to positive health and wellbeing impacts for our communities. The draft GPS increases the Government's investment in walking and cycling, recognising the contribution these efficient low cost modes make to the Government's transport choice and access objectives. This update to the RLTP sets the policy framework for further regional investment in these modes Benefits of addressing problem 3 - providing for access and mobility needs of communities We have seen in the above discussion that access and mobility is a broad problem area, covering a range of issues and range of transport modes. The changing social, demographic, economic and technological landscape is challenging our ability to provide for the access and mobility needs of our people. Transport must play its role in an integrated range of cross-sector solutions. Directing investment to this key priority for the region (25 per cent weighting) will bring social, economic and environmental benefits to our communities, and to our region as a whole. The ILM review process has identified the high level benefit that will come from addressing this problem, which is improved social and economic outcomes. Focusing on this problem area will also contribute to the benefits and results the wants to see under its access objective. Problem benefits access and mobility ILM benefit Improved social and economic outcomes. Draft GPS 2018 Contributing to the access objective: A land transport system that enables transport choice and access by: encouraging mode shift from private vehicle trips to walking, cycling and public transport by providing more transport choice (enhancing public transport services and cycling networks, particularly in Hamilton but also for our regional towns, and advocating for an interregional passenger rail option between Hamilton and Auckland) and focusing on providing transport choice for people with less or limited access to transport. Contributing to the access objective: A land transport system that provides increased access for economic and social opportunities by: focusing on high growth urban areas in the Waikato region to ensure better access and connections, and integrating land use and transport planning and delivery at the regional and wider interregional scale. Contributing to the environment objective: A land transport system that reduces the adverse effects on the climate, local environment and public health by reducing transport s negative effects on public health, in particular through promoting and investing in lower emission transport modes, such as walking, cycling and public transport. Supporting a move towards a mode neutral approach to transport planning and investment decisions by promoting alternative transport modes and advocating for interregional passenger rail and integrated modal funding. Identifying the opportunity of incorporating technology and innovation into the design and delivery of land transport investment. Section 2: Strategic context for Waikato's key transport problems Whiti 2: Horopaki ā-rautaki mō ngā raru waka kotahi matua o Waikato 45

48

49 Section 3: Regional policy framework Whiti 3: Te pou tarāwaho kaupapa here ā-rohe

50 Section 3: Regional policy framework Te pou tarāwaho kaupapa here ā-rohe 3.1 Introduction Section 3 sets out the regional policy framework for the plan. This policy framework will implement the strategic response for transport identified by the Regional Transport Committee (RTC) through the Investment Logic Map (ILM) review process, and guide future transport investment and decision making over the life of this plan. A robust policy framework was developed for the 2015 Regional Land Transport Plan, based on a set of policy templates that represented the high level objectives for the plan. The ILM review process has resulted in the refinement of the template approach for the 2018 update, with a focus on the priority transport problems the RTC wants to advance progress on. Key policy requirements Land Transport Management Act (LTMA) requirement for the plan to set out the region s land transport objectives, policies and measures, as well as the identification of transport priorities for the region for the next 10 years. Must contribute to the purpose of the LTMA and be consistent with the Government Policy Statement (GPS) on Land Transport. Must take into account the National Energy Efficiency and Conservation Strategy (NEECS) and national and regional policy statements and plans. Other core requirements as specified in the LTMA. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan PROBLEM Growth in the upper North Island is impacting on strategic corridors and hindering economic development 40% System failures and user behaviours expose road users to risk, resulting in a disproportionate number of deaths and serious injuries 35% A changing social, demographic, economic, and technological landscape is impacting on the ability to connect people to essential services, employment and recreation.25% BENEFIT Move people and goods more efficiently 40% KPI 1: in travel time KPI 2: Transfer freight to strategic corridors KPI 3: Maintain travel time reliability on key corridors Reduced social and economic costs 30% KPI 1: in deaths and serious injuries KPI 2: in network closure due to incident KPI 3 annual social cost of road crashes Improved social and economic outcomes 30% KPI 1: use of active transport modes KPI 2: public transport patronage KPI 3: investment in accessibility projects Figure 14 Investment Logic Map outcomes STRATEGIC RESPONSE Invest in strategic corridors and network connectivity 40% Improve road safety in the region by addressing areas of high risk 35% Provide greater transport choices 25% 48

51 3.2 Our priority land transport problems The ILM process has identified three priority transport issues for the updated 2018 plan, with the aim to make strong progress on addressing these problems over the next three years to the end-life of this plan, and beyond. As we have seen in Section 1, these priority problems closely align with the strategic approach for the 2015 plan. The ILM has also identified the high level benefits of tackling these problems, which have been identified in Section 2 of the plan Problem 1: Protecting the function of our strategic corridors The region s top issue, with a 40 per cent weighting of importance, is around managing growth so the efficiency of the upper North Island s strategic transport network is not compromised, and economic development is not hindered. We have seen in Section 2 of the plan, the rapid growth that has been occurring over the last few years in Auckland, North Waikato and in and around the Hamilton and the Future Proof subregion. We have also seen the critical role the region s strategic corridors play in facilitating economic development of the upper North Island and New Zealand Inc'. Protecting the efficiency of our strategic interregional and intraregional corridors, and the considerable investment that has already been made in these corridors (the Waikato Expressway in particular), is a key regional and national priority. This is consistent with the Government's access objective in the draft GPS for a land transport system that provides increased access for economic and social opportunities and the results the Government wants to see in providing better access to markets, business areas, and supporting tourism. The high level benefit of managing this growth is that people and goods will be moved more efficiently through our region and the upper North Island Problem 2: Road safety The region s second priority issue, with a 35 per cent weighting of importance, is to continue to tackle our road safety problem. System failures and user behaviours are exposing road users to risk, resulting in a disproportionate number of deaths and serious injuries in the region, as has been discussed in Section 2. This is a key priority for the Government under the draft GPS. The high level benefit of addressing the road safety problem is reduced social and economic costs Problem 3: Providing access and mobility needs of our region The region s third priority issue, with a 25 per cent weighting of importance, reconfirms the 2015 plan s focus on access and mobility. The problems associated with this issue are varied and complex, as we have seen in Section 2. As a society, we are facing demographic, social, economic and technological change which is requiring a fresh approach to transport planning to ensure that people can access the transport system to meet their needs. This is a key priority for the Government under the draft GPS. The high level benefit of tackling this problem area is improved social and economic outcomes for our communities. 3.3 Our land transport objectives - where we want to get to The review process has reconfirmed the six 2015 plan objective areas, with three newly weighted objectives that align with the three ILM problems identified by the RTC, and three unweighted underpinning objectives. Collectively, these objectives represent the results the RTC wants to achieve for our regional land transport system. The objectives have been reworded to give effect to the region s priority problems and are considered to be consistent with the draft GPS (refer to figure 5, section 1.6).Together they will contribute to the purpose of the LTMA which is an effective, efficient and safe land transport system in the public interest. RLTP WEIGHTED OBJECTIVES Strategic corridors and economic development 40% Road safety 35% Access and mobility 25% 1. An efficient and resilient land transport system that advances regional economic wellbeing, and facilitates freight movement on strategic corridors in the upper North Island. 2. A planned transport response that supports future growth areas. Land transport in the Waikato region is a Safe System, working towards zero deaths and serious injuries. A transport system that provides an inclusive range of integrated, quality transport choices for all users to meet their social, economic and cultural needs. Section 3: Regional policy framework Whiti 3: Te pou tarāwaho kaupapa here ā-rohe 49

52 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan RLTP UNDERPINNING OBJECTIVES Integration and forward planning Affordability Environmental sustainability and resilience Collaboration around land use planning results in an efficient, effective and safe transport system in the Waikato region and upper North Island. An efficient land transport system where collaborative funding options result in optimal delivery of transport outcomes that best meet our communities needs in an affordable way. An environmentally sustainable and energy efficient land transport system that is robust and resilient to external influences. 3.4 Our strategic response - how we are going to get there The ILM process has identified the appropriate high level strategic response for addressing our priority transport issues, as outlined on the ILM map in Section 3.2 above. Across our transport problem areas, our strategic response is to: invest in strategic corridors and network connectivity improve road safety in the region by addressing areas of high risk provide greater transport choices. The rest of this chapter outlines the detail around how the plan will implement this strategic approach. 3.5 Our land transport priorities The RTC has identified key high level priorities to address our transport problems, which are detailed in the policy templates in Sections 3.7 to 3.12 of this plan. The priorities highlight key focus areas for investment and action to drive progress towards our transport objectives over the next ten years, as required under the LTMA. Summary of RLTP priorities Strategic corridors protecting the function of our interregional and intraregional strategic corridors (road and rail) directing investment to priority strategic corridors improving network resilience growing connected regional cycle trails Managing growth providing transport options and infrastructure in high growth areas (Hamilton, North Waikato) progressing key short term road safety priorities leadership, safe speeds and safe road use Maintaining what we have maintenance of existing transport assets maximising efficiencies/value for money Access and mobility growing public transport and active transport mode share improving access and mobility for rural areas and transport disadvantaged growing interconnected cycle and pedestrian networks in urban areas 50

53 3.6 Putting it all together - our policy framework for the plan The policy framework for the 2015 plan was clearly articulated via a series of policy templates that represented each objective area for the plan; the key components of which are represented below. OBJECTIVE AREA Issue/Problem statement Objective Key priorities Policies measures Long term results we are seeking KEY PERFORMANCE INDICATORS Figure Policy framework The policy templates adopted for the 2015 plan have been revised as a result of the ILM review outcomes. The six policy templates remain, but they are now aligned with the three weighted problem statements and their correlating objectives, and the three underpinning transport objectives. It is important to note that business as usual activities, such as maintenance and operation activities and general planning activities, are excluded from the templates so the focus is clearly on what we want to target, particularly over the next three years. The review process has resulted in some changes to the templates; mainly the updating and refocusing of key priorities, policies and implementation measures to better reflect the crux of the problems identified through the review. Key performance measures are now outlined in section 6, "monitoring the plan". Key changes across each problem area are summarised in the following table. New focus for economic development New weighting top priority 40 per cent. New second objective relating to supporting future growth areas, with a corresponding suite of priorities, policies and implementation measures. Continued priority of Waikato Expressway but with new priority to extend the expressway from Cambridge to Piarere. New priority for Southern Links in recognition of the support the programme will provide in opening up future growth areas in and around Hamilton city. Elevated focus on resilience of strategic transport corridors. Focus on ensuring safe connections to tourist destinations. Investigating potential role of passenger rail. Greater emphasis on supporting regional cycling trails. New focus for road safety New weighting second priority 35 per cent. Sharper focus on short-term priorities identified through review of the Waikato Regional Road Strategy (WRRSS). Empowering Regional Road Forum to oversee planning and delivery of road safety in the region. New focus for access and mobility New weighting - third priority 25 per cent. Broadening of focus area, from managing demand and providing transport choices, to trying to address the underlying problems that affect people's ability to access the transport system. Planning for public transport solutions for areas of high growth. Strengthening the mandate of the Community Transport Forum and Regional Cycling Steering Group to drive desired outcomes. Stronger focus on supporting local and regional initiatives to provide community transport options (supporting customised funding and delivery models). New focus for underpinning objectives Stronger focus on resilience to climate change (note new link to economic development). Planning for the uptake of new technology (electric vehicles and charging stations). Continued focus on value for money and driving efficiencies in transport sector. Recognition of business case processes now driving planning outcomes. Section 3: Regional policy framework Whiti 3: Te pou tarāwaho kaupapa here ā-rohe 51

54 3.6.1 How to read the policy templates For each template, a summary problem statement is presented based on the full problem description in Section 2 of this plan. Updated objective, priority, policy and implementation measures are then outlined, all of which collectively contribute to the long term results we are seeking (also captured in summary form on the template). The economic development template now has two objectives so it is important to read the template with this in mind. Each objective has its own corresponding priorities, policies and implementation measures. In addition, Map 6 'Summary of strategic corridor policies in the Waikato region' and Map 7 'Summary of strategic corridor policies for the greater Hamilton area', at the back of the template, provide a new spatial overview of the strategic corridor policies that are contained in the economic development template, for easy reference. The road safety template also has an updated table outlining the contribution of road policing activity to the plan, which is a specific requirement under the LTMA For the underpinning objectives, a summary issue statement based on the discussion in section 2 of this plan is provided in each template to give context to the priorities and policies. It is important to consider the policy templates holistically. Many policies and measures will give effect to more than one objective area. It is also important to understand that the plan will be implemented through a range of measures and by a range of stakeholders, of which the regional programme of transport activities funded through the National Land Transport Fund is only one implementation mechanism. The "RLTP at a glance" diagram in the executive summary, depicts the overall policy framework for the plan, encapsulating the key logical policy connections outlined in the following templates. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Waikato Expressway, Longswamp section, Te Kauwhata. Photo: NZTA 52

55 3.7 Strategic corridors and economic development template STRATEGIC CORRIDORS AND ECONOMIC DEVELOPMENT - 40 PER CENT WEIGHTING Problem statement Growth in the Upper North Island is impacting on strategic corridors and hindering economic development. Objective 1 An efficient and resilient land transport system that advances regional economic wellbeing and facilitates freight movement on strategic corridors in the upper North Island. Objective 2 A planned transport response that supports future growth areas. Priorities for Objective 1 1. Complete the Waikato Expressway and continue to maximise associated benefits as the region s number one transport priority. 2. Extend the Waikato Expressway to the SH1/29 intersection as part of the region s number one transport priority. 3. Commence implementation of the Southern Links package of activities. 4. Complete the Hamilton city Ring Road. 5. Undertake improvements on SH29 from the SH1/29 intersection through to Tauranga in accordance with business case outcomes. 6. Provide safe and appropriate transport connections to key regional tourist attractions. 7. Progress work and advocate for a passenger rail service between Hamilton and Auckland. 8. Resolve rail constraints in the upper North Island that impede the efficiency of freight movements and hinder potential uptake of interregional passenger rail. 9. Maximise opportunities and grow a connected network of regional cycle trails. 10.Promote innovation and greater use of technology to increase benefits from land transport investment and use. Priorities for Objective Provide transport infrastructure to open up housing development in high growth urban areas and connect to wider transport networks. 12.Facilitate multimodal transport solutions for high growth urban areas in North Waikato and greater Hamilton. Policies for Objective 1 P1 P2 P3 P4 Develop, maintain and promote the use of SH1/29 and the North Island Main Trunk (NIMT)/East Coast main Truck (ECMT) rail lines as the preferred strategic freight corridors between Auckland, Waikato and the Bay of Plenty regions. Manage growth to protect the efficiency of the strategic transport network, and in particular the Waikato Expressway. Promote the use of rail for freight and future passenger movements. Protect and promote the NIMT and ECMT rail corridors as primary strategic freight corridors for the upper North Island, and the NIMT as a primary freight corridor connecting the upper and lower North Island. Section 3: Regional policy framework Whiti 3: Te pou tarāwaho kaupapa here ā-rohe 53

56 STRATEGIC CORRIDORS AND ECONOMIC DEVELOPMENT - 40 PER CENT WEIGHTING P5 P6 P7 Improve network resilience, route reliability and safety on key strategic corridors, including SH1 (particularly around Lake Taupō in recognition of its function as the principle national route linking the upper North Island through to Wellington); SH2 (in recognition of its key tourism function through to the Coromandel Peninsula and through Karangahake Gorge to the Bay of Plenty); SH3 (in recognition of its economic importance for the Taranaki region), SH5 (in recognition of its important interregional tourism function to Rotorua), and SH25 and 25A (in recognition of its particular vulnerability to climate related events and competing access, tourism and economic functions). Support other regions transport activities deemed to be of interregional significance to the Waikato region. Develop and grow the use of regional cycling trails. Policies for Objective 2 P8 P9 P10 Develop transport infrastructure and services in high growth urban areas consistent with national policy requirements including the National Policy Statement on Urban Development Capacity. Ensure regionally significant corridors are protected and developed to serve the future development and transport needs of the region. Support key Hamilton city urban development projects that serve the economic development needs and desired outcomes of the greater Hamilton urban area. Key implementation measures Waikato Regional 2018 update to the Waikato Regional Land Transport Plan M1 M2 M3 M4 M5 M6 M7 M8 M9 M10 M11 M12 M13 RTC to advocate for funding for safety and access improvements to the SH1 Cambridge to Piarere corridor, including the SH1/29 intersection. RTC to work alongside Bay of Plenty partners through the SH1/29 ECMT Working Group to provide support and advocacy for planning and implementation of business cases between Piarere and Tauranga. Waikato Regional (WRC) and transport partners to progress the strategic business case on transport connections between Hamilton and Auckland, and to progress work on the start up Hamilton to Auckland passenger rail service as a matter of priority. RTC to advocate for future funding outside the region for key interregionally significant activities, where deemed appropriate, such as resolving key rail constraint issues in Auckland region. WRC to work in collaboration with interregional partners to ensure seamless land use and transport planning across the Auckland and Waikato boundary. WRC and transport partners to continue to use the Upper North Island Strategic Alliance as a forum to progress upper North Island transport issues. Transport partners to continue to use a business case approach to determine investment outcomes on strategic corridors. Road Controlling Authorities (RCAs) to maximise opportunities to develop and enhance tourist connections. RCA's to plan and provide for transport links necessary to support freight and rail hubs. RTC to provide support and advocacy for funding and implementation of Southern Links transport connections (both State highway and local road components). (HCC) to implement Access Hamilton Strategy (2017 Programme). RTC to continue to advocate and promote SH1 improvements from Piarere to Waiouru for interregional freight and safety. Transport partners and other interested parties, in conjunction with tangata whenua, to consider how economic development can be effectively promoted, through development of the land transport network. 54

57 STRATEGIC CORRIDORS AND ECONOMIC DEVELOPMENT - 40 PER CENT WEIGHTING M14 M15 WRC to coordinate with transport partners to grow, enhance and connect regional cycle trails and to help realise full economic benefits of the regional cycle trail network. WRC to promote, advocate and work with other transport partners to better understand new technologies and emerging trends. Long term results we are seeking Move people and goods more efficiently (reliability of travel times on interregionally and intraregionally significant strategic corridors to ensure better access to markets, business areas, and supporting tourism). Increased access for social and economic opportunities. Increased use of rail to enable efficient freight and passenger use. Reduced social and economic costs and improved economic development outcomes. A more resilient and effective integrated land transport system. A transport system that provides better access and connections for new housing and interregional commuting. New and infill growth areas are supported by multimodal transport infrastructure and services. A transport system that supports access for high growth urban areas. A transport system that supports regional development. Te Awa River Trail. Photo: Hamilton-Waikato Tourism. Section 3: Regional policy framework Whiti 3: Te pou tarāwaho kaupapa here ā-rohe 55

58 AUCKLAND SH25 & 25A SH2 Support of inter-regionally significant transport activities: Waikato Expressway Southern corridor optimisation Hamilton to Auckland corridor (including Hamilton to Auckland start up passenger rail service) Rail projects to resolve constraints on rail network outcomes SH2. Improve network resilience, route reliability and safety in recognition of its particular vulnerability to climate related events and competing access tourism and economic functions. Improve network resilience, route reliability and safety in recognition of its particular vulnerability to climate related events and key tourism function through to Coromandel and BoP. Coromandel AUCKLAND Whitianga Progress work and advocate for a passenger rail service between Hamilton and Auckland. 25 NIMT Promote the use of rail for freight and Develop transport infrastructure and future passenger movements. services in high growth urban areas e.g. North Waikato Public Transport Pukekohe options. Thames 25A Whangamata Te Aroha Huntly main trunk East coast SH5 TAURANGA main trunkimprove network resilience Morrinsville MAP 6 SUMMARY OF STRATEGIC CORRIDOR POLICIES IN THE WAIKATO REGION supporting SH5 s tourism function through to Rotorua HAMILTON Raglan Matamata Cambridge 29 SOUTHERN LINKS AND HAMILTON 1 RING ROAD 28 Te Awamutu Kāwhia Putaruru EXTENSION OF WAIKATO EXPRESSWAY TO PIARERE 1 SH3 Improve network resilience, route security and safety in recognition of its function as a key tourism, freight and energy corridor. BAY OF PLENTY Support of interregionally significant transport activities: Waikato Expressway SH1/29 corridor improvements Resilience and efficiency projects to enhance ECMT outcomes SH2. Waihi Paeroa WAIKATO EXPRESSWAY North Island Region s number one policy priority Priority strategic interregional freight route between Auckland, Hamilton and Bay of Plenty regions and between key sea and inland ports. Tairua 2 Develop and grow a connected network of regional cycling trails SH1/29 NIMT/ECMT SH1 SOUTH OF TAUPŌ Rotorua Ōtorohanga Part of region s number one policytokoroa priority. 37 Te Kūiti Improve network resilience, route reliability and safety in recognition of its function 30 as a principal route linking upper North Island to 38 Wellington NIMT 32 Promote as primary rail freight corridor connecting upper and lower North Island. Taupō Lake Taupō 41 TARANAKI 5 1 TARANAKI Support of interregionally significant transport activities. SH3 improvement projects to improve freight efficiency and safety. 47 Tūrangi MANAWATU/WHANGANUI 46 Support of interregionally significant transport activities. Improvement projects to address resilience and safety. 1

59 ( ) Huntly MAP 3 FUNCTION OF KEY MAP 7 STRATEGIC ROAD AND SUMMARY OF STRATEGIC RAIL CORRIDORS IN THE CORRIDOR POLICIES FOR THE GREATER HAMILTON HAMILTON AREA AREA* Support key Hamilton city urban development projects that serve the economic development needs and desired outcomes of the greater Hamilton Urban Area. WAIKATO DISTRICT National high volume road corridor National road corridor Regional road corridor Arterial road corridor Potential national road corridor 1 Potential regional road corridor Potential arterial road corridor Ngāruawāhia National rail corridor Regional rail corridor Local authority boundaries Prioritise and optimise networks and services for different modes, e.g. public transport. 39A Waikato Expressway Western c orridor River Road North-south connector Wairere Drive Hamilton City Airport Freight hub Inland port km * = as per Regional Land Transport Plan While the Waikato Regional has exercised all reasonable skill and care in preparing and controlling the contents of this report, the accepts no liability in contract, tort or otherwise, for any loss, damage, injury or expense (whether direct, indirect or consequential) arising out of the provision of this information or its use by you or any other party Develop transport infrastructure services in high growth areas consistent with national policy requirements. Cross-city connector Southern links Wairere Drive extension Southern links Waikato Expressway 26 Plan and grow inter-connected cycle and pedestrian networks in urban areas. Grow public transport and active mode share in Hamilton. 21 WAIPA DISTRICT Ensure regionally significant corridors are protected and developed to serve the future development and transport needs of the region. 3 Cambridge

60 3.8 Road safety policy template ROAD SAFETY - 35 PER CENT WEIGHTING Problem statement System failures and user behaviours expose road users to risk, resulting in a disproportionate number of deaths and serious injuries. Objective Land transport in the Waikato region is a Safe System, working towards zero deaths and serious injuries. Priorities 1. Make progress on the key short term road safety priorities in the Waikato Regional Road Strategy (WRRSS) of leadership, collaboration and accountability; safe speeds; and safe road use. 2. Refresh the regional model for road safety delivery to collectively progress road safety initiatives. 3. Plan and implement speed management across the region. 4. Target behaviour change for highest risk and vulnerable users, and design and deliver safety initiatives for road users at highest risk. Policies P11 The Waikato Regional Road Forum is empowered as a key collaborative group to oversee planning and delivery of road safety in the region. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan P12 P13 A regionally consistent approach to speed management is progressed. Regionally integrated road safety programmes and interventions are targeted to highest risk users. Key implementation measures M16 M17 M18 M19 M20 M21 M22 WRC and road safety partners to develop a Terms of Reference for the Waikato Regional Road Forum and the Regional Education Group that addresses the roles, responsibilities and reporting lines for each, and the relationship between the RTC, Regional Road Forum, Regional Education Group and Road Action Plans. The Waikato Regional Road Forum to oversee implementation of the WRRSS, including: overseeing a coordinated approach with the Road Action Plans and Regional Education Group communicating with the public about regional road safety and the WRRSS overseeing monitoring of road safety targets and KPIs. The RTC and Waikato Regional Road Forum to collectively advocate on road safety issues and national policies, including any proposed national road safety strategy, that have the potential to significantly impact on road safety outcomes, including implementation of the Safe System approach, setting of national targets, the safety of the vehicle fleet, automated enforcement tools for speed management, and funding and resourcing of road safety activities. RCAs to develop and implement district speed management plans to feed into a regional speed management plan. The Waikato Regional Road Forum to continue to support and provide guidance to RCAs on the development of speed management plans and implementation of the NZ Speed Management Guide. The Regional Education Group to develop a three year programme of road safety activities consistent with the WRRSS priorities and oversee implementation of region wide risk targeted education and behavioural campaigns. The Waikato Regional Road Forum to prioritise and oversee actions required to address the future strategic priority signals identified in the WRRSS. 58

61 ROAD SAFETY - 35 PER CENT WEIGHTING M23 M24 M25 HCC to implement road safety actions in Access Hamilton Strategy (2017 Programme). The Waikato Regional Road Forum and/or other relevant transport partners to investigate opportunities for joint road safety initiatives with tangata whenua. The Waikato Regional Road Forum to work with KiwiRail to address level crossing safety issues in the Waikato region. Long term results we are seeking Zero deaths and serious injuries on Waikato roads. Reduced social and economic costs. Improved social, public health and economic benefits. Contribution of road policing activity to the Waikato Regional Land Transport Plan The New Zealand Police play a vital role in delivering road safety outcomes for the Waikato region. The Road Policing Action Plan has been developed to align with what is required to be delivered by 2020 for Safer Journeys. The Road Policing Action Plan identifies six areas of road policing activity that are aligned to the safe system. These activities are: 1. Speed 2. In car behaviour: distractions and restraints 3. Impaired driving: alcohol, drugs, fatigue 4. Vulnerable road users: pedestrians, cyclists, motorcyclists, elderly, inexperienced, visiting drivers 5. High risk driving: intersections, centre line offences, dangerous/reckless, fleeing drivers 6. Network maintenance and efficiency: crash attendance and event management A key focus for Police is to take every opportunity to prevent harm, which will result in fewer victims, fewer offenders and a reduction in road related trauma. The strong relationship between partners allows Police to work together to identify creative solutions and innovations that will help to achieve road safety and other benefits for all. Effective problem solving contributes to effective policing on our roads and in our communities, because it helps to support resilience and self sufficiency. Within the region, the Waikato Regional Road Strategy sets a framework for the coordinated delivery of multiple agency interventions to implement Safer Journeys. The Regional Transport Committee is responsible for setting the political direction for road safety in the region and providing high level regional policy through the plan. The Waikato District Road Policing Manager sits on this committee as an advisor and also participates in the Waikato Regional Road Forum that advises the Regional Transport Committee on road safety matters. Waikato Police work with partner agencies to achieve the Safer Journeys vision of a safe road system increasingly free of death and serious injury. Waikato Police contribute to the safe system approach using an intelligence and evidence based approach to identify risk. Clearly articulating the risk, providing recommended interventions and monitoring outcomes provides a clearer view of what and where the problems are, so Police can deploy to risk more accurately. As an example, in summer there is a deployment focus on key routes in the eastern Waikato area with the increased summer break related activity, while in winter there is a focus is on western routes and risk associated with recreational activities such as skiing. Police activities, as part of the safe system approach, are captured in the road safety objective and priorities in this plan. Section 3: Regional policy framework Whiti 3: Te pou tarāwaho kaupapa here ā-rohe 59

62 3.9 Access and mobility template ACCESS AND MOBILITY - 25 PER CENT WEIGHTING Problem statement A changing social, demographic, economic and technological landscape is impacting on the ability to connect people to essential services, employment and recreation. Objective A transport system that provides an inclusive range of integrated, quality transport choices for all users to meet their social, economic and cultural needs. Priorities 1. Grow public transport and active mode share in urban centres and new growth areas. 2. Collaboratively plan and provide transport infrastructure and service improvements to encourage modal shift to public transport and active transport modes. 3. Develop customised approaches and coordinated funding and transport service models to enhance access and mobility for our communities. 4. Strengthen governance and leadership for access and mobility within and across stakeholder organisations. 5. Improve access and mobility for the transport disadvantaged. 6. Plan and grow interconnected cycle and pedestrian networks in urban areas. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Undertake a pilot study in South Waikato District to better understand the accessibility needs of the rural community and develop coordinated transport approaches to address those needs. Policies P14 P15 P16 P17 P18 P19 P20 P21 P22 P23 P24 Prioritise and optimise urban transport networks for different modes and types of road use. Provide an effective, efficient and affordable public transport system in urban centres and emerging growth areas. Maintain the existing rural public transport network and expand where there is identified demand and available funding. Support and progress local community-led transport initiatives to improve access in rural areas. Continue collaboration, supported by strong governance and collective advocacy, to ensure the delivery of inclusive regional access and mobility outcomes. Provide an inclusive transport system that is designed for all people, including those with mobility impairments. Progressively improve accessibility for transport disadvantaged groups, particularly older people, youth and people with a disability or limited mobility. Encourage the use of travel modes other than single occupancy vehicles and private vehicle use in Hamilton and surrounding towns. Promote travel demand initiatives that support travel behaviour change, modal shift and compact urban form. Provide safe, connected, coherent and accessible walking and cycling networks and facilities supported by activities aimed at reducing barriers to participation in active transport modes. Recognise and plan for possible changes arising from the Ministry of Education s (MoE) school bus delivery approach. 60

63 ACCESS AND MOBILITY - 25 PER CENT WEIGHTING Key implementation measures M26 M27 M28 M29 M30 M31 M32 M33 M34 HCC, WRC and NZ Transport Agency (NZTA) to work collaboratively to plan and progress a programme of infrastructure and public transport service measures, including a Mass Transit Plan, to increase public transport patronage and decrease congestion in Hamilton. HCC to implement the Access Hamilton Strategy (2017 Programme). WRC, Waikato District, NZTA and Auckland Transport to implement short and medium-term public transport services to service the North Waikato community and provide links to Auckland. WRC to work collaboratively with transport partners to assess new opportunities for public transport routes at the earliest stages of strategic growth planning initiatives. RTC and transport partners to strengthen and mandate the role of the Community Transport Forum to provide leadership to drive and address rural transport issues. WRC and RTC to oversee and support the implementation of community transport services within rural communities. WRC and transport partners to undertake a South Waikato case study to understand the accessibility needs of rural and transport disadvantaged groups and apply learnings about the process to other communities across the region. WRC and transport partners to facilitate the use of technology to move towards mobility as a service - providing information to improve access and the transport journey experience. WRC to collaborate with Territorial Authorities to explore expanding the Total Mobility Scheme beyond the existing service areas of Hamilton, Taupō and Tokoroa. M35 M36 M37 M38 M39 M40 WRC and transport partners to continue to investigate the potential for passenger rail under the Hamilton to Auckland Transport Connections Strategic Business Case and progress work on the start up Hamilton to Auckland passenger rail service. Transport partners to work with tangata whenua and other interested parties to coordinate information and advice to improve rural transport access. WRC, MoE, local authorities and NZTA to work together to develop a whole of government approach to planning for the provision of transport services for school students. RTC and transport partners to establish and empower a Regional Cycling Steering Group to support cycling planning, enabling and engagement activities, and oversee a programme of activities and monitoring. RCAs and transport partners to plan for, build, and maintain safe, convenient and attractive interconnected pedestrian and cycling infrastructure. Transport and cross sector partners to undertake and promote travel demand management initiatives. Long term results we are seeking Increased access for economic and social opportunities/enhanced wellbeing of people and environment. Improved access to move towards more livable cities, towns and a thriving region. Improving access for high growth urban areas. A transport system that is adaptive to facilitate the needs of our people. Improved transport choice - more investment in public transport, walking and cycling and mode shift to these modes. A public transport system that supports new housing. Reduced transport disadvantage. Equity of accessibility. Reduced negative effects on public health. Section 3: Regional policy framework Whiti 3: Te pou tarāwaho kaupapa here ā-rohe 61

64 3.10 Integration and forward planning underpinning objective template INTEGRATION AND FORWARD PLANNING Issues Land use change is constantly occurring and if uncoordinated or not well managed can lead to unplanned and out of sequence development. This in turn can result in inefficient and ineffective transport outcomes. Objective Collaboration around land use planning results in an efficient, effective and safe transport system in the Waikato region and upper North Island. Priorities 1. Developing an agreed integrated response to growth in the North Waikato that is anchored in relevant statutory land use and transport plans. 2. of key strategies and plans that facilitate growth needs in greater Hamilton, including Access Hamilton, Future Proof and the Regional Public Transport Plan Policies P25 P26 The land transport system is managed and developed in a responsive, collaborative and integrated manner. Land use development does not compromise the safety and efficiency of the transport system. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan P27 P28 The transport system is managed and developed in a way that is consistent with and supports the region s strategic transport and land use pattern. Tangata whenua are enabled and supported to express, maintain and enhance their relationship with their rohe through land transport planning and programme development processes. Key implementation measures M41 M42 M43 M44 M45 M46 Continue to work with stakeholders to anchor and implement an agreed land use and transport pattern to ensure integrated planning decisions (Future Proof subregional growth management strategy). Upper North Island Strategic Alliance partners to continue to drive collaborative work that advances our understanding of transport and land use issues at a wider spatial scale. Transport partners to work with the Waikato Plan Committee to plan for and implement key transport actions identified in the Waikato Plan. RTC to support interregionally significant activities that help to achieve better integrated land transport outcomes for the Waikato, and work with neighbouring RTC's. WRC to coordinate research to better understand the role and impact of freight hubs and inland ports in the Waikato. Ensure that future updates of the RLTP support agreed regional settlement patterns. Long term results we are seeking Integrated land use and transport decision making. Working together to address problems and constraints both within and outside our region. Moving towards more livable cities and thriving regions. A land transport system that enables better environmental and social outcomes. 62

65 3.11 Affordability underpinning objective template AFFORDABILITY Issues The regional land transport system needs adequate maintenance and development funding. Rising costs, declining national and local revenue and constrained funding have resulted in and will continue to present funding challenges. Objective An efficient land transport system where collaborative funding options result in optimal delivery of transport outcomes that best meet our communities needs in an affordable way. Priorities 1. Continue to maximise efficiencies and value for money across the transport system. 2. Maximise new opportunities to uplift funding through the National Land Transport Fund by identifying and targeting projects that support tourism and regional development outcomes. 3. Focus on how we sustainably fund access and mobility initiatives in rural communities. 4. Advocate for new models of cross agency funding. 5. Maximise new funding sources as they become available. 6. Maintain existing assets. Policies P29 Support collaborative arrangements that maximise efficiencies across the regional transport system. P30 P31 Pursue new and alternative funding sources and co-investment opportunities to fund regional and interregional transport activities. Support integrated modal funding and advocate for integrated road and rail funding. Key implementation measures M47 M48 M49 M50 M51 M52 Waikato Mayoral Forum and transport partners to continue advancing the roading workstream through the Road Asset Technical Accord work programme underpinned by the One Network Road Classification and Roading Efficiency Group, and through other shared service arrangements. Local authorities and approved organisations to continue to advance internal efficiencies in integrated land use and transport planning, roading maintenance and development. The RTC to advocate for integrated national road and rail funding and to advocate for significant central government funding subsidy for a start up Hamilton to Auckland interregional passenger rail service. The RTC and transport partners to explore innovative and collaborative alternative transport funding solutions, including co-investment arrangements, and including supporting investigations for the application of a future regional or subregional fuel tax. Local authorities and approved organisations to target alternative funding sources for cycling and to work collaboratively with cycling stakeholders to fund cycle infrastructure, uptake and supporting activities. WRC to uptake opportunities as alternative transport funding measures become available. Section 3: Regional policy framework Whiti 3: Te pou tarāwaho kaupapa here ā-rohe 63

66 AFFORDABILITY Long term results we are seeking The Regional Land Transport Plan is fully funded. Increasing the efficiency and effectiveness of transport solutions. Value for money in regional land transport planning, maintenance and development. Innovative collaborative funding and investment arrangements. Better informed decision making Environmental sustainability and resilience underpinning objective template ENVIRONMENTAL SUSTAINABILITY AND RESILIENCE Issues The regional land transport system is vulnerable to a range of external pressures that can cause disruption and present challenges for ensuring efficient and resilient networks. Over the longer term, climate change is likely to cause more extreme weather events, which have the potential to severely disrupt parts of the regional land transport system. The transport system can also have significant local and regional effects on the environment and, given the long-lived nature of transport infrastructure, decisions made today can have long term implications for the environment. There is a need to strive for a more energy efficient transport system for both environmental and economic reasons. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Objective An environmentally sustainable and energy efficient land transport system that is robust and resilient to external influences. Priorities 1. Develop a coordinated plan for increasing electric vehicle use in the region. 2. Provide energy efficient lower emission transport options as an alternative to the car. 3. Implement the Waikato Regional Stock Truck Effluent detailed business case. 4. Remain on top of future technology trends so the region is ready to move on opportunities. 5. Identify and address route security and resilience issues, including climate change related mitigation. Policies P32 P33 P34 P35 P36 Work collaboratively to improve route security, particularly on key lifeline routes and interregional strategic corridors. Develop and manage the transport system in a way that improves the environmental sustainability of the system for the environment and communities, including tangata whenua. Develop and manage the transport system in a way that gives effect to the energy efficiency objectives of the National Energy Efficiency and Conservation Strategy. Recognise and plan for the anticipated effects arising from system resilience issues such as climate change and technological change. Ensure the adverse effects of transport on the climate, local environment, and public health are reduced. 64

67 ENVIRONMENTAL SUSTAINABILITY AND RESILIENCE Key implementation measures M53 M54 M55 M56 M57 M58 M59 WRC and transport partners to prepare a programme business case, based on the Greater Wellington Regional example, to guide prioritisation of regional resilience projects on the regional land transport network to inform the next RLTP. The NZTA, Thames-Coromandel District and transport partners to progress a business case looking at long-term integrated improvements to address resilience issues in the Coromandel Peninsula. RCAs to support the collaborative approach of the Waikato Lifelines Utility Group in addressing key regional transportation lifeline issues. WRC and RCAs to continue to roll out implementation of stock truck effluent disposal sites through the region, as guided by the Waikato Regional Stock Truck Effluent Strategy and associated detailed business case. WRC and transport partners to develop an electric vehicle strategy for the region. WRC to review trends in technology that may have environmental benefits, such as autonomous vehicles, and promote the development of a flexible network that can accommodate the new technology. RTC to advocate to central government for greater collaboration and strategic direction on environmental sustainability for the transport sector. Long term results we are seeking A land transport system that is adaptive, resilient, energy efficient and environmentally sustainable. Reduced environmental adverse effects of transport on the climate, local environment, and public health. Slip, SH25a, Kopu-Hikuai Rd, Coromandel Peninsula. Photo: NZTA Section 3: Regional policy framework Whiti 3: Te pou tarāwaho kaupapa here ā-rohe 65

68 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan

69 PART B: REGIONAL PROGRAMME OF TRANSPORT ACTIVITIES WĀHANGA 4: HŌTAKA Ā-ROHE MŌ NGĀ MAHINGA WAKA

70

71 Section 4: Regional programme of transport activities Whiti 4: Hōtaka ā-rohe mō ngā mahinga waka

72 Section 4: Regional programme of transport activities Hōtaka ā-rohe mō ngā mahinga waka Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Introduction Section 4 sets out the regional programme of transport activities for our region, and identifies and prioritises significant activities seeking funding through the National Land Transport Fund (NLTF). The programme is a key tool to implement the policy framework identified in Section 3 of this Plan, supported by key implementation measures also identified in Section 3. Collectively these are the two key mechanisms that give effect to the policy direction of this Plan. Section 4 also sets out interregionally significant activities that are important to our region in achieving our outcomes and for the upper North Island. The section also sets out significant activities funded outside the NLTF and outlines the importance of these to achieving the policy direction of our plan. 4.2 Programme of activities for our region The regional programme of activities is a legislative requirement of the Land Transport Management Act (LTMA), and includes activities for which funding is sought through the National Land Transport Programme (NLTP) to access the NLTF. The NTLF is a funding source for projects supported by the NZ Transport Agency (NZTA or the Agency). LTMA requirements for the regional programme of activities Must identify a regional programme of activities proposed by approved organisations in the region for a period of six financial years, and the form and level of detail in which this information must be provided. Must identify and prioritise regionally significant activities seeking funding through the NLTF. Must identify regionally significant activities funded through mechanisms other than the NLTF. The full regional programme of activities for which funding is sought from the NTLF is included in Appendix 8. It is set out as a series of tables grouped by activity class (i.e. type of activity). The activity class tables break down each activity into phases and attribute them to one of the plan s objectives in the policy framework of the plan. Key messages signalled through this programme include: There are a small number of large improvement activities, specifically roading, that represent a significant proportion of investment by value. There are many small safety activities. There is a concentration of cycling activities in urban environments. There is a strong signal of increased investment in public transport infrastructure compared to previous years. Replacement, maintenance and renewal has a consistent level of investment compared to previous years. There is an increased number of activities completed under low cost low risk improvements (previously known as minor improvements). With the release of the draft GPS which has emphasised a short term focus on safety and access, the Transport Agency Investment Proposal (TAIP) released by NZTA has seen an increased number of safety activities proposed, shifting the balance (by number, opposed to value) towards the safety objective. Resilience 3.9% Other 1.5% Access and Mobility 19.1% 37.7% General 14.7% Economic Development 23.0% Figure 16 Proportion of programme activities (number) by primary objective contribution for the next 6 years Figure 16 'Proportion of programme activities (number) by primary objective contribution for the next 6 years' shows that there is a higher proportion of safety activities coming through in the proposed programme. This is driven primarily by the state highway programme of activities which has included a large number of smaller safety improvements. This is in 70

73 keeping with the draft GPS and the expectation that a larger number of smaller activities are undertaken as opposed to a few large-scale activities. Under the draft GPS the access objective has been expanded to include access to economic and social opportunities. When reviewing the objectives of the RLTP, and looking at the combined Economic Development and Access and Mobility primary contribution areas, there is an almost equal balance coming through in the programme with safety activities. This supports the Government's intention for transport through the draft GPS while at the same time, providing good alignment to the weightings confirmed in the ILM for this RLTP. The general category has been included, and is largely made up of replacement, maintenance and renewal activities, for the reasons outlined in the box below. Resilience projects contribute to all objective areas, however the Regional Transport Committee (RTC) wanted to recognise it separately given the importance of it to parts of our subregion, and this was confirmed within the significance policy. Resilience activities under the TAIP have been consolidated under Low Cost Low Risk improvements and this has reduced the visibility of specific activities, but does not mean they have been excluded from the programme. Replacement, maintenance and renewal activities The LTMA requires Regional Land Transport Plans to prioritise regionally significant activities, however, replacement, maintenance and renewal activities are not required by the LTMA to be included as a regionally significant activity. They are, however, a key priority for our region and account for a significant proportion of investment in order to maintain our existing network. This RLTP has for the first time included weightings for the key objectives identified in the plan. This was based on the alignment of objectives to the key problem statements identified through the Investment Logic Mapping (ILM) process. The weightings for the three key objectives are: Economic development 40% 35% Access and mobility 25% Figure 16 'Proportion of programme activities (number) by primary objective contribution for the next 6 years' shows that there is a fairly even contribution of activities to economic development and strategic corridors, and to safety objectives, which aligns with the weightings confirmed in the ILM undertaken for this RLTP. Access and mobility also has a fairly strong representation. RTC priorities for investment in the regional programme are outlined in the table below. The second column shows the organisation responsible for the proposed activity and the number of activities listed that contribute to the priority. Priority activities Cambridge to Piarere long term improvements SH29 Improvement activities Southern Links Hamilton city growth activities supporting Southern Links Hamilton Ring Road Number of activities by contributing organisation 1 Activity - NZTA 2 Activities - NZTA 1 Activity - NZTA 4 Activities - HCC 2 Activities - HCC In addition to the programme of regional activities included in Appendix 8, there are a number of state highway activities that have not been included in the programme but which the RTC feels should have been included. The absence of these activities is considered a significant gap in achieving the priorities for our region. A letter has been sent from the RTC Chair to the Agency which addresses this matter and is included in Appendix Method to identify and prioritise regionally significant activities The LTMA requires the plan to identify regionally significant activities to be funded through the NTLF, and requires these activities to then be prioritised in order of importance to the region. The purpose of this process is to present a consensus view to the NZ Transport Agency of the priority activities that the region wants to be funded through the NLTF. The full list of regionally significant activities seeking inclusion in the NLTP for funding through the NLTF is included in Appendix 9, with priorities shown Significance policy The RTC adopted a significance policy, as included in Appendix 6, that sets out the criteria used to determine significance. The policy also sets out a process for variations to the plan should changes be required in future as required by the LTMA. This is to enable new activities or changes to existing activities to be assessed in relation to existing activities in the programme throughout the life of the plan. As discussed in section 1.6, the regional programme of transport activities could be subject to change during the operative time period of the plan and future variations are likely. The significance policy captures new improvement activities that are either large in scale and have a high dollar value, or that significantly contribute to the plan objectives of Economic Development/Strategic Corridors, Road and Access and Mobility. A summary of the significance policy is included on the following page. Section 4: Regional programme of transport activities Whiti 4: Hōtaka ā-rohe mō ngā mahinga waka 71

74 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Significance policy summary A significant activity is any activity put forward by an approved organisation that: 1. Is not one of the following: Committed activities (existing commitments arising from approved activities) Business as usual activities (i.e. as identified in Section 16(3)(a) of the Land Transport Management Act 2013): local road maintenance, operations and renewals state highway maintenance, operations and renewals local road or state highway minor improvements existing public transport services. 2. Is a large new improvement activity with a total value greater than $5 million and one phase is in the first three year period of the Waikato Regional Land Transport Plan; OR 3. Meets one or more of the criteria set out in the full significance policy relating to the objective areas of safety, economic development, access and mobility and environmental sustainability and resilience, and at least one phase is in the first three year period of the Waikato Regional Land Transport Plan Method to prioritise regionally significant activities All significant activities are considered by the RTC to be valuable projects for the Waikato region that will contribute to an improvement in the land transport network and to meeting the objectives and priorities of the plan. However, the process of prioritising regionally significant activities in order of importance to the region was undertaken in accordance with the requirements of the LTMA and is outlined in Appendix 7. The purpose of this process is to present a consensus view to the Agency of the priority activities that the region wants to be funded through the NLTF. The prioritisation process has changed since the 2015 RLTP to take on board recent changes to the Agency s activity assessment methodology employed under the Investment Assessment Framework (IAF). Changing the process to reflect the IAF was considered to provide the best opportunity for activities to be included in the NLTP. The process involved a four step methodology as follows: 1. Ranking activities based on two-factor assessment criteria outlined in NZTA s IAF. 2. Assessing the list of activities against primary objective contribution to break any deadlocks within a rank. 3. Refining the list by identifying whether an activity contributes to a package of work. 4. Applying RTC discretion to direct the final order of activities. 4.4 Regionally significant activities The complete prioritised list of regionally significant activities proposed to be funded through the NLTF is included in Appendix 9. The RTC's highest ranked significant activities have also been identified in Section 4.2. Map 8 'Contribution of regionally significant activities to objectives' also highlights the key regionally significant activities distributed across the region, as well as key committed activities Contribution of regionally significant activities to the plan's objectives and priorities Resilience 1.7% 51.7% Acess and Mobility 15.0% Economic Development 31.7% Figure 17 Proportion of programme activities (number) by primary objective contribution for the next 6 years Figure 17 'Proportion of programme activities (number) by primary objective contribution for the next 6 years' illustrates the proportion of regionally significant activities listed in the programme that can be primarily attributed to each of the three objectives, as well as resilience. It shows that regionally significant safety activities make up the largest grouping of activities (by number of unique activities). As noted in section 4.2, this reflects the intention of the Government to make improvements in road safety by supporting a large number of smaller activities as opposed to a small number of large-scale improvements. 72

75 MAP 8 CONTRIBUTION OF REGIONALLY SIGNIFICANT ACTIVITIES TO OBJECTIVES LEGEND Economic development Coromandel REGIONAL PROJECTS Stock truck effluent facilities: Waikato District, South Waikato, and Taupō District Access and mobility Whitianga Existing commitments AUCKLAND 25 Coromandel short term SH25 Tairua safety improvements /Pauanui 25 REGIONAL PROJECTS - Weigh facility - Waikato Thames 25A Pokeno Whangamata Ngātea 2 SH25 (Paeroa to Waihi), NSRRP Tuakau SH2 Mangatarata to Paeroa safety improvements Te Kauwhata SH2 Pokeno to Maungatautari safety improvements Paeroa 27 1 Waihi 2 26 Te Aroha Huntly TAURANGA SH1 Wex LT benefits realisation Ngāruawāhia Raglan HAMILTON SH29 Piarere to Te Poi 23 SH29 Te Poi to Kaimai Summit Morrinsville Completion of WEX sections 39 SH1 (Cambridge to Piarere) long term improvements SH39 & SH31 Hamilton to Ōtorohanga safety improvements Cambridge Matamata 29 BAY OF PLENTY Te Awamutu Putaruru 5 Rotorua 3 SH1 Piarere to Taupō ST improvements Ōtorohanga SH3 corridor improvements Te Kūiti SH30 Kopaki Bridge replacement Tokoroa 1 WAIKATO 5 HAMILTON 2018 Hamilton Ring Road Wairere/ Cobham Interchange 2018 Hamilton 3 Ring Road - 4 laning Hukanui to Gordonton 32 Taupō Lake Taupõ Southern Links Peacocke Growth Activities CAMBRIDGE SH1 Hamilton to Cambridge cycle connection Tūrangi 5 SH1 Taupō to Waiouru improvements

76 Additionally, the Access and Mobility and Economic Development activities are also highly represented and under the draft GPS have been grouped together. The sum of these activities aligns with the transport objectives in the draft GPS. Resilience, while a much smaller component, is a supporting strategic priority, and other activities will deliver against the resilience objective but have a larger primary focus in other objective areas. Whilst not perfectly aligned to the weightings of the ILM, the overall programme balance delivers the desired transport investment for the region. Table 1 shows the key packages of work from the regional programme of activities that contribute to the objectives of this Plan. This table relates to regionally significant activities, not all activities listed in the programme of activities. Objective Package of work description Key significant projects Contribution to objectives Economic development and strategic corridors Waikato Expressway SH1/29 interregional corridor package Committed activities and SH1 long term improvements from Cambridge to Piarere to realise the full benefits of investment and contribution to upper North Island safety and access outcomes. Committed activities to complete the Waikato Expressway by SH1 Cambridge to Piarere long term improvements. SH29 corridor projects. There is significant investment via committed activities in the programme relating to the Waikato Expressway. The programme shows significant continued programme investment in economic development and strategic corridors, including projects relating to the SH1/29 interregional corridor package, and Hamilton growth package. The Waikato Expressway SH1/29 interregional corridor package will also bring considerable safety benefits. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Resilience package Activities that address regional hotspots. Hamilton growth package Combination of activities to provide for projected growth of Hamilton city and to ensure Hamilton is a liveable city with transport options. Combination of state highway and local road activities, funding of road safety education, and road policing activity that targets known areas of risk across the region, working towards our zero deaths and serious injuries objective. State highway resilience projects on SH3 and SH25 Coromandel Peninsula. Hamilton Southern Links (both state highway and arterials). Hamilton Ring Road project. Infrastructure projects to support growth in other Hamilton growth cells. Southern Corridor projects into Hamilton. Road safety package Areas of high risk across regional transport network (SH1, 2, 24, 26 and 39). SH1 Cambridge to Piarere long term improvements. There is a noticeable gap in the programme for resilience projects and the RTC has prepared a letter to NZTA, included in Appendix 10, about this matter. Many of the projects attributed to the economic development and strategic corridor objective also have safety benefits. There are also many projects that don t meet the significance $5 million threshold that contribute to this objective area, including lots of smaller roading and intersection upgrade projects with safety benefits. 74

77 Objective Package of work description Key significant projects Contribution to objectives Access and mobility Greater Hamilton access and mobility package Combination of multimodal and demand management activities that contribute to the access and mobility outcomes. Hamilton Growth package Urban cycling connectivity and connection to Cambridge Southern Corridor projects into Hamilton. Hamilton Southern Links (both state highway and arterials). Hamilton Ring Road project. Public transport urban improvements and park and ride facilities. The programme is heavily urban biased but, in combination with policy implementation measures in Section 3 that focus on understanding rural access needs, these two components together give effect to the access and mobility objective and go some way towards addressing the problem statement. There are also many Access Hamilton projects that don t meet the significance $5 million threshold that contribute to this objective area. Combination of activities to provide for projected growth of Hamilton city and to ensure Hamilton is a liveable city with transport options. Hamilton Bypass earthworks. Photo: Waikato Regional. Section 4: Regional programme of transport activities Whiti 4: Hōtaka ā-rohe mō ngā mahinga waka 75

78 4.5 Interregionally significant activities There are a number of interregionally significant activities that are important to our region because they give effect to the objectives and priorities in our plan, as well as giving effect to broader objectives of the upper North Island. The Waikato region cannot realise the outcomes that we are seeking within our jurisdictional boundaries. We are part of a wider spatial area and in order to realise gains for our region and the upper North Island we need to have a collective upper North Island view on land transport. This includes having a shared view about our interregionally significant corridors, including the movement of goods through the region (and from port to port), managing passenger travel and freight on a limited rail network, and how to manage a labour market that crosses regional boundaries. Understanding and supporting interregionally significant activities will help to maximise benefits for our region and to achieve the objectives identified in this Plan. A list of the interregionally significant activities identified by the RTC is included in the table below. Activity Description Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Significant interregional activities to Auckland Completion of Waikato Expressway and related improvements. Southern Corridor optimisation and capacity related improvements to road and rail in Auckland. Addition of a third rail line from Westfield to Wiri. Extension of electrification of the North Island Main Trunk (NIMT) from Papakura to Pukekohe. Activities that improve safety outcomes on the SH2 corridor from Pokeno to Tauranga. Interregional integrated planning activities that support integrated land use and transport investment responses. Hamilton to Auckland start up rail service. Hamilton to Auckland Transport Connections Strategic Business Case. Significant interregional activities to the Bay of Plenty Completion of the Waikato Expressway and related improvements. Corridor improvements on SH1 from Cambridge and the Waikato Expressway to Piarere, including the SH1/29 intersection. Corridor improvements on SH29 from Piarere to Tauriko. Activities that enhance resilience and efficiency of the East Coast Main Trunk (ECMT), including Kaimai rail tunnel floor remediation work and related improvements. Completion of bridge replacement programme on ECMT between Hamilton and the Port of Tauranga. Activities that improve safety outcomes on the SH2 corridor between Waihi and Tauranga. Interregional integrated planning activities that support integrated land use and transport investment responses. Significant investment has already been made to develop the Waikato Expressway. In order to realise the full benefits of this investment, constraints on the upper North Island transport network that could undermine the travel time savings, improved connectivity and enhanced access and safety outcomes of this corridor need to be addressed. Addressing rail constraints within the Auckland region will significantly reduce conflict between freight and passenger rail, improve reliability and efficiency, improve interregional freight movements and passenger transport outcomes, and support growth in North Waikato and Auckland. If we do not address these issues within Auckland then we will be unable to address constraints for future passenger rail in the upper North Island or make efficiency improvements on the wider transport network. Corridor improvements on SH1 south of Cambridge and SH29 will further maximise the efficiency of the SH1/29 Auckland, Waikato, Bay of Plenty route, which is the priority freight route connecting the Ports of Auckland and Tauranga. The Waikato and Bay of Plenty regional transport committees have developed a joint corridor statement which outlines a shared view of the SH1/29 road and ECMT rail corridor and its future use and development. This is included in Appendix 4. In order to realise benefits to the upper North Island, addressing constraints on the ECMT and identified state highway corridors between the regions is essential to improve travel time reliability, support safety outcomes and support growth of the regions. 76

79 Activity Description Significant interregional activities to Taranaki Construction of the Mt Messenger and Awakino Gorge SH3 improvements project to improve freight efficiency and safety. Interregional planning activities that consider resilience, safety, route security and reliability outcomes and support appropriate related transport investment responses. Network resilience and road safety are critical issues on the SH3 corridor, which has major lifeline constraints at Mt Messenger and Awakino Gorge. Concluding the improvement works on SH3 at Mt Messenger and the Awakino Gorge is essential to address these issues and maintain good connections with Taranaki and the port of Taranaki. Significant interregional activities to Manawatu/Wanganui region and south Interregional planning activities that consider resilience, safety, route security and reliability outcomes (Taupō to Tūrangi and Desert Road in particular) and support appropriate related transport investment responses. Completion of the High Productivity Motor Vehicle (HPMV) programme on SH4, SH46, SH47 and SH Significant transport activities for our region to be funded outside of the NLTF While the majority of significant activities are being put forward for funding via the NLTF, there are some significant activities that are funded from other funding sources. Known sources of alternative funding are discussed further in Section The significance policy highlights that a significant activity from other funding sources is one that has a value of greater than $5 million and that doesn t receive funding through the NLTF. In this context, regionally significant activities that are funded outside of the NLTF are included in the box below. Significant activities funded outside of the NLTF Rail projects identified as significant interregional activities, including the southern corridor improvements, the third rail line in Auckland, electrification of the NIMT from Papakura to Pukekohe, and ECMT and NIMT bridge replacement works. Construction of the Mt Messenger and Awakino Gorge SH3 improvements (accelerated through the Government s Future Investment Fund). SH1 contains some high risk areas with resilience and safety issues. Addressing these issues is essential to the Waikato region to enable safe, efficient and resilient connections between the upper and lower North Island. Bringing SH4, SH46, SH47 and SH49 up to HPMV standard will provide an alternative route for HPMVs when the Desert Road is closed, which is essential to maintain freight connections between the upper and lower North Islands. SH1 Hatepe Hill to Tūrangi has not been included in the programme and as such has not been identified as an interregionally significant activity. This is considered a gap by the RTC and is identified in the letter from RTC to NZTA included in Appendix 10, which advocates for a lift in the national priorities for activities on SH1 south of Taupō. Additionally, Appendix 10 will also advocate for the re-inclusion of HPMV activities in the programme. Kaimai rail tunnel floor remediation work and related improvements. Ministry of Business Innovation and Employment funding for regional cycle trails through National Cycleway Fund and funding of Te Awa River Rides through Perry Group. These significant activities funded outside of the NLTF are a subset of activities that have interregional significance, as included in section 4.3. Most of these projects are located outside of the region, illustrating the value that the Waikato region places on activities outside of its borders that will have a beneficial effect on land transport outcomes for the upper North Island as a whole. The Waikato RTC is advocating through the plan for the completion and funding of these significant activities outside of the NLTF to ensure that the land transport network in the Waikato region and upper North Island is developed in a coordinated fashion across modes and funding sources. Emerging funding streams under the draft GPS and proposed second stage GPS could help to address some of these significant activities funded outside of the NLTF. Section outlines the emerging funding streams outside of the NLTF likely to be available to support the delivery of transport activities. Section 4: Regional programme of transport activities Whiti 4: Hōtaka ā-rohe mō ngā mahinga waka 77

80

81 Section 5: Funding Whiti 5: Pūtea hāpai

82 Section 5: Funding Pūtea hāpai Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Introduction Funding via the National Land Transport Fund (NLTF) is critical to giving effect to the programme of regional transport activities included in the plan and to the objectives and priorities for our region. The NLTF is not able, however, to fund all of the activities identified in the plan. Other sources of funding outside the NLTF are needed to give effect to the policy direction in the plan. Section 5 includes a summary of funding sources available to the region, both existing and emerging, that can be used to progress the objectives and priorities in the plan. It also includes a 10 year forecast of revenue and expenditure as required by the Land Transport Management Act (LTMA). These funding sources, combined with other key implementation measures outlined in section 3 of this plan will enable the region to progress the policy direction of the plan. Key LTMA requirements for funding in the plan Regional Transport Committee (RTC) must take into account likely funding sources. Regional Land Transport Plan (RLTP) must include a 10 year forecast of revenue and expenditure. 5.2 Anticipated revenue sources A description of the known and anticipated sources of funding for regional land transport activities is outlined below. This includes funding through the NLTF and other sources of funding Revenue from the National Land Transport Fund The NLTF is a funding source for projects supported by the NZ Transport Agency (NZTA or the Agency). This funding is sourced from road user charges, fuel excise duty and from motor vehicle registration and licencing fees. There are also modest contributions from sources such as the rental or sale of state highway land, and interest from cash invested. Funding in the NLTF is allocated to activity classes established in the Government Policy Statement for Land Transport (GPS). The GPS is prepared on a three yearly basis and is amended to reflect the government of the time's priorities for land transport. The latest draft GPS has included two additional funding classes and has expanded the scope of Road Promotion to include demand management. The draft GPS has signalled an increased focus on public transport and reducing the reliance on single occupancy vehicles and the role rail plays to achieve this. This has resulted in the introduction of a Transitional Rail Activity class and further supported by the introduction of a Rapid Transit activity class. The 12 activity classes of the draft GPS 2018 include: state highway improvements local road improvements regional improvements walking and cycling improvements state highway maintenance local road maintenance public transport road policing road safety promotion and demand management investment management (transport planning). rapid transit transitional rail For each activity class, an upper and lower funding range is given in the draft GPS. The distribution of funds across activities is undertaken by the Agency. Funding occurs in a manner consistent with the GPS, and is on the basis of national priority until the funding available to each activity class is fully allocated. Not all activities put forward in regional land transport plans will receive the funding sought from the NLTF. The road policing activity class is not coordinated through regional land transport plans as occurs with the other activity classes. Funds are allocated directly to the NZ Police at a national level. Regional land transport plans are required, however, to include an assessment of the relationship of police activities to the plan. This is included in section 3 of the Plan after the road safety template. The Department of Conservation (DoC) is responsible for managing a significant length of public roads which provide public access to various parks and recreation areas across New Zealand. These roads are often the only access to key tourist destinations. DoC is regarded as a road controlling authority and receives funding from the NLTF to assist in managing its road network. For the period, DoC, for the first time will be listed as an approved organisation and will seek funding from the NLTF via the RLTP rather than being bulk funded nationally. A second stage transformative GPS would, however, have likely funding implications for this RLTP. The Government has signalled it would consult with the transport sector on this down track. 80

83 5.2.2 Local revenue sources and funding assistance rates Many transport activities undertaken by regional and territorial authorities are subsidised through the NLTF. Subsidy through the NLTF is contingent on the provision of a local contribution applied by the local authority. Local revenue sources are typically derived from local rates, fares for public transport services (where relevant) and debt. The amount of subsidy varies between local authorities and is referred to as the funding assistance rate (FAR). Local authorities also carry out unsubsidised activities such as seal extensions in rural areas that do not get picked up in this figure. Maintenance and renewal of existing footpaths has previously been an unsubsidised activity undertaken by local authorities. For the first time, these activities are considered to be eligible for funding assistance via the NLTF. Once the NZ Transport Agency has determined the most appropriate work category for these activities, it is expected that local authorities will amend their maintenance programmes accordingly. It is proposed to handle this change by way of variation to the plan once it becomes operative Other sources of revenue There are a range of other known sources of revenue at both national and local levels for regional transport activities, as outlined in this section. Supplementary funding At the local level, additional sources of funding outside those provided through the NLTF or from local revenue sources are termed 'supplementary funding'. Examples of supplementary funds include: additional contributions from territorial authorities or private parties beyond that usually required for a subsidised activity such as developer contributions contributions from community groups or other government agencies to community programmes. The primary source of supplementary funding in the Waikato is developer contributions. The level of supplementary funding is dependent on a range of factors such as the level of development in the region and long term plan processes. As such, the anticipated dollar value of supplementary funds over the next 10 years is not exact. Accelerated regional roading package In June 2014, the then government of the time announced a $212 million funding package to accelerate regionally important state highway projects, drawing on the Future Investment Fund. The $212 million funding package was made up of three parts. Of relevance to the Waikato region was up to $5 million to finalise investigation and consenting processes for six projects, and up to $115 million funding that was put aside to fund the construction of these projects. In January 2016 the then previous government announced that up to $115 million funding would be made available to fund construction of four projects, including the Mt Messenger bypass and the Awakino Tunnel bypass on SH3 running between the Waikato and Taranaki regions. $100 million for urban cycling In August 2014, the previous government announced extra investment of $100 million over the following four years for urban cycling infrastructure. A programme of activities was developed based on recommendations from an Urban Cycling Investment Panel, consisting of representatives of central and local government and other organisations. Within the Waikato, Hamilton s Western rail trail was one project that received funding via this funding source. National cycle trail funding The Ministry of Business Innovation and Employment (MBIE) is supporting Great Rides across New Zealand through a $25 million national cycleway fund (over four years from 2016). The fund supports completion, extension and enhancement of trails and development to allow cyclists to cycle even more safely between some of the Great Rides by connecting rides in a cycling network. The aim of this investment is to maximise the spinoffs to local communities and encourage visitors to spend more time on the trails. Access to this fund requires a business case and can be accessed as and when each trail is ready to submit. It requires up to 50 per cent local share and land access agreements to be in place. MBIE also fund up to $4 million per annum through their Maintaining the Quality of Great Rides fund. Other MBIE funds are also potentially accessible depending on the nature of the specific project. Rail KiwiRail is a state owned enterprise focusing on the movement of freight and people by rail and ships within New Zealand. As a state owned enterprise, KiwiRail funding and planning occurs separately to the rest of the transport network. A new activity class has been included in the draft GPS to address the contribution that rail can make to assisting a shift in user behaviour away from single occupancy vehicles to public transport. The Transitional Rail activity class has been intended to support the development of rail services, primarily through the development of supporting sub track infrastructure. It is expected that passenger rail services will continue to be accessed through the Public Transport activity class. Provincial Growth Fund The Government has announced the introduction of the Provincial Growth Fund (PGF) that seeks to invest $1 billion per year to enhance economic development opportunities, create sustainable jobs, contribute to community wellbeing and enhance the productivity potential of the regions. This fund will be administered and delivered by the Ministry of Business Innovation and Employment. It has been proposed that some transport activities that may not necessarily be eligible for funding support via the NLTF may have economic development merits that could be addressed through funding support from the PGF. In order to access this funding, local authorities are required to ensure that these activities have been included in their relevant RLTPs. It is proposed that for Section 5: Funding Whiti 5: Pūtea hāpai 81

84 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan any activities that might meet these criteria they are included by way of variation to the RLTP ahead of application to the PGF. This fund may be particularly relevant for activities that have cross-boundary impacts and would encourage subregions to work together to access this funding Emerging funding streams The Government has indicated there are several sources of funding that may assist local authorities to progress their transport priorities. Funding Assistance Rates A major contributor to progressing the delivery of local activities has been the lift in the funding ranges for activity classes in the draft GPS. Across almost all activity classes there has been a lift in the Upper Funding ranges allowing local authorities to access greater amounts of NLTF support for local projects. This supports the Government's priorities to support regional improvements in safety, walking and cycling, public transport and the maintenance and operation of local roads. Housing Infrastructure Fund There has been a commitment by Government to support transport activities seeking support from the Housing Infrastructure Fund to develop infrastructure that supports increasing housing supply. This fund is essential to enabling to address the impact of high growth being experienced by the city and facilitating the development of the Peacocke growth cell. Regional Fuel Tax The Government has made provision for the application of regional fuel taxes with a proposed amendment bill to the LTMA allowing the establishment of regional or subregional fuel taxes. Initially, this would be restricted to Auckland, with other regions potentially accessing this in The RLTP is well placed to take advantage of any new funding opportunities and it is expected that any variations to activities necessary to leverage additional investment will be progressed through the operative life of the plan year forecast of revenue and expenditure The LTMA requires regional land transport plans to include a financial forecast of anticipated revenue and expenditure on activities for the 10 financial years from the start of the regional land transport plan. Table 2 shows the anticipated expenditure in each activity class over the next 10 years, along with the anticipated revenue source. The 10-year forecast for the Waikato region has a total cost of almost $5.7 billion. The NLTF share of this expenditure is almost $4.7 billion. The balance of funding is made up from local share of $1 billion, with other funding sources still to be confirmed. Long term plan and annual plan processes will affect the final values, and ongoing regional land transport plan reviews will also affect the activities proposed, as well as values. However, the 10-year forecast does give an indicative forecast of expenditure based on the best information available at this time. 19.8% Local road maintenance 14.7% State highway maintenance 9.1% Local road improvements 4.7% Public transport 4.9% Unsubsidised activities 1.1% Walking and cycling improvements 44.7% State highway improvements 0.5% Road safety promotion 0.3% Investment management (incl. transport planning) Figure year forecast by activity class Figure 18 '10 year forecast by activity class' illustrates that there is significant investment going into roading improvement and maintenance activities, both for state highways and local roads. 82

85 Activity class 10 year total ($ millions) NLTF share ($ millions) Local share ($ millions) State highway improvements $2,665.2 $2,665.2 $- Local road improvements $544.4 $281.9 $ Regional improvements These will be confirmed by NZTA after moderation. Walking and cycling improvements $66.4 $37.4 $28.9 State highway maintenance $878.5 $878.5 $- Local road maintenance $1,181.9 $645.3 $536.6 Public transport $280.6 $143.1 $137.5 Road safety promotion $30.7 $16.7 $14.1 Investment management (transport planning) $19.4 $11.6 $7.8 Transitional Rail TBC TBC TBC Rapid Transit TBC TBC TBC Totals $5,667.1 $4,679.7 $987.4 Unsubsidised activities $289.6 $- $289.6 Total 10 year investment $5,956.7 $4,679.7 $1,277.0 Table 2 Anticipated revenue and expenditure in each activity class over the next 10 years In the short term, being the period and leading up to the next RLTP period, Figure 19 'Short term investment by activity class' shows that the investment balance is broadly similar to the investment profile observed for the 10 year forecast. 17.1% Local road maintenance 11.3% Local road improvements 11.9% State highway maintenance 3.5% Public transport 2.0% Walking and cycling improvements 0.4% Road safety promotion 0.3% Investment management (incl. transport planning) 53.4% State highway improvements Figure 19 Short term investment by activity class In the short term, there is a slightly higher proportion of investment identified within state highway improvements, which reflects the committed investment to be undertaken in the next few years as large infrastructure projects required to finish the Waikato Expressway are completed. Due to the scale of investment for these activities, just a few projects can have a disproportionate impact on the balance of investment. The observed proportion and balance of investment proposed is almost exactly consistent with what has been observed in the 2015 RLTP. Due to the timing of various processes that affect the delivery of transport activities, such as the impact of local authorities Long Term Plans, it is not expected that in the short term the balance of investment will vary significantly from that of prior years. It is expected however, that the intentions signalled by Government through the draft GPS will be captured in subsequent plans as local authorities adapt their work programmes accordingly and have this supported through their individual Long Term Plans. Section 5: Funding Whiti 5: Pūtea hāpai 83

86 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Contribution of investment towards the plans objectives and priorities Figure 20 'Contribution by investment to objective areas' shows how investment is distributed in the short term (1-3 years) by contribution to primary objective area, as well as for the general category, resilience and other categories which are discussed in Section 4.2 of this plan. 37.4% General 27.8% Economic development 27.6% 5.9% Access and mobility 1.1% Resilience 0.4% Other Figure 20 Contribution by investment to objective areas By proxy, and to provide a comparison to the weighted objectives included in the plan, the activities with a primary general contribution have been assimilated into the overall investment and assumed to be distributed as per the balance of proposed investment activities. Looking at the balance of activities it can be seen that the greatest contribution by value of investment is aligned to the General category representing the significant proposed investment identified in the maintenance categories for both state highway and local roads. As per the discussion above, this could be considered to make contribution to a range of supporting objective areas. Investment is almost exactly balanced between Economic Development and objectives for the proposed activities of the plan. This is in keeping with the weighting balance identified in the ILM for this RLTP and the balance proposed in the strategic direction of the draft GPS. Additionally, although described as one of the underpinning objectives to the plan, to reflect the importance given by the region to the impact of resilience on the regional network, this has also been specifically identified with an overall contribution of approximately 1.1 per cent. As mentioned earlier, the coarse measure of assigning an activity to a single objective does not reflect the multiple benefits that activities may contribute to. This is particularly true for large infrastructure activities, such as the development of sections of the Waikato Expressway, which have primary alignment to economic development but have major safety benefits. Overall, the activities proposed in the plan roughly mirrors the hierarchy of objectives confirmed through the plan. Whilst there is a good balance of activities included in the programme, it is still important that the region continues to advocate for the activities noted to have regional priority and ensure that through the operative period of the RLTP this balance is maintained. 84

87 Section 6: Monitoring the Regional Land Transport Plan Whiti 6: Ngā aroturuki i te Mahere Waka Kotahi ā-rohe

88 Section 6: Monitoring the Regional Land Transport Plan Ngā aroturuki i te Mahere Waka Kotahi ā-rohe Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Introduction Monitoring is critical to the success of the Plan. It enables us to understand the effectiveness of the delivery mechanisms identified in the plan and to assess whether we are on the right path to addressing the three key problems and realising the associated benefits. Under the Land Transport Management Act (LTMA), a Regional Land Transport Plan (RLTP) is required to include a description of how monitoring will be undertaken to assess implementation of the regional land transport plan and the measures that will be used to monitor the performance of the activities This chapter sets out the monitoring framework for the plan, and includes a report card setting out the monitoring framework for each of the problems identified in the plan and for each of the underpinning objectives. 6.2 Monitoring framework for the Plan Monitoring of this plan is undertaken via multiple mechanisms and by multiple stakeholders. Two key mechanisms for monitoring the plan include: 1. tracking progress against key performance indicators 2. monitoring progress against delivery mechanisms in the plan. Key performance indicators (KPIs) have been identified for each problem statement and underpinning objective to provide a high level indication about whether the outcomes and benefits sought have been realised. They are largely based upon KPIs included in the 2015 Plan with amendments to address emerging issues and changes that have occurred since the 2015 plan. They are also guided by the high-level KPIs identified during the Investment Logic Map (ILM) process to review the plan. It is noted the draft GPS 2018 does not as yet provide detail around reporting measures. Delivery mechanisms in the plan refers to both the key implementation measures in Section 3 and the regional programme of activities in Section 4. Monitoring these helps to determine whether these measures and activities are being undertaken and to quantitatively determine, where possible, whether they are contributing to the outcomes the plan is aiming for. Together, monitoring of the KPIs and monitoring of delivery mechanisms provides a picture about whether we are doing what we said we would and achieving the long term results we want to achieve. Outcomes from this monitoring framework will then inform development of the 2021 RLTP. It is important to note however, that this plan alone can not monitor all the transport KPIs and identify emerging issues in isolation. There are many stakeholders involved in monitoring the plan's outcomes as well as monitoring broader integrated transport, land use and growth issues within the region and upper North Island. Key examples include: Groups empowered by this plan to oversee monitoring of their respective areas of responsibility, including the Regional Road Forum, the Community Transport Forum and the Regional Cycling Steering Group. Stakeholders responsible for other transport plans and strategies, such as the Waikato Regional Road Strategy , Waikato Regional Public Transport Plan and Access Hamilton Strategy. Stakeholders responsible for developing business cases that shine light on issues as they emerge and help inform new directions and actions. Stakeholders responsible for plans and strategies with a broader remit than transport, such as the Regional Policy Statement and Future Proof Strategy. Understanding new and emerging issues outside of the Plan and monitoring these from a transport perspective can inform changes and identify new issues that the 2021 RLTP will need to address. Every year, Waikato Regional (WRC) monitors progress against transport plans and strategies and reports on progress to the Regional Transport Committee (RTC). 86

89 6.3 Monitoring report cards A report card of monitoring measures has been developed for the plan and is included as Table 3 '2018 RLTP monitoring report card-key priority areas' and Table 4 '2018 RLTP monitoring report card-underpinning objectives'. It captures the key monitoring mechanisms and KPIs used to monitor success of this plan against the ILM problem statements, benefits and underlying objectives, and provides a report card format to illustrate progress against these monitoring mechanisms. This report card will be used to inform reporting to the RTC and will be used as a tool for stakeholder discussions across transport portfolios of work. Problem High-level ILM benefits Long term results we are seeking RLTP monitoring measurements Report card indicator (Y/N) Economic development and strategic corridors KPI 1: Decrease in travel time. KPI 2: Transfer freight to strategic corridors. KPI 3: Maintain travel time reliability on key corridors Move people and goods more efficiently (reliability of travel times on inter and intraregionally significant strategic corridors to ensure better access to markets, business areas and supporting tourism). Moving more freight on rail corridors. Increased use of rail to enable efficient passenger use. Reduced social and economic costs and improved economic development outcomes. A more resilient and effective integrated land transport system. A transport system that supports regional development. A transport system that provides better access and connections for new housing and interregional commuting. New and infill growth areas are supported by multimodal transport infrastructure and services. KPI 1: Reduce travel time on the Waikato Expressway from 2015 levels. KPI 2: Maintain travel time reliability on identified inter-regionally significant corridors and arterial corridors in Hamilton from 2015 levels. KPI 3: Increased volume of freight moved on North Island Main Trunk (NIMT) and East Coast Main Trunk (ECMT) rail corridors compared to 2015 levels. KPI 4: Increased visitor spend in the Waikato region contributable to regional cycle trails, compared to 2015 levels. KPI 5: Decreased road closure time delay or detour travel time on inter-regionally significant strategic corridors from 2015 levels. KPI 6: Increased provision of transport infrastructure and public transport services in planned growth areas compared to 2018 levels. Other contributing monitoring frameworks Qualitative monitoring of stakeholder actions in RLTP (implementation measures in Section 3). Regional Policy Statement, Future Proof Strategy, Access Hamilton Strategy, KiwiRail, NZ Transport Agency Section 6: Monitoring the Regional Land Transport Plan Whiti 6: Ngā aroturuki i te Mahere Waka Kotahi ā-rohe 87

90 Problem High-level ILM benefits Long term results we are seeking RLTP monitoring measurements Report card indicator (Y/N) Road KPI 1: Decrease in deaths and serious injuries KPI 2: Decrease in network closure due to incident. KPI 3: Decrease in social cost of road crashes Zero deaths and serious injuries on Waikato roads. Reduced social and economic costs. Improved social, public health and economic benfits KPI 1: Reduced number of deaths and serious injusry crashes for each mode and crash factor, compared to the five year baseline. KPI 2: Reduced annual social cost of Waikato regional road crashes. KPI 3: All districts within the Waikato region have a Speed Management in place by Other contributing monitoring frameworks Qualitative monitoring of stakeholder actions in the RLTP (implementation measures in Section 3). Waikato Regional Road SAfety Strategy through the Regional Road Forum, NZ Police Road Policing Action Plan, Access Hamilton Strategy Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Access and mobility KPI 1: Increase Increased access for use of active economic and social transport opportunities/enhanced modes. wellbeing of people and KPI 2: Increase environment. public Improved tranport choice - transport more investment in public patronage. KPI 3: Increase investment in accessability projects. transport, walking and cycling and mode shift to these modes. A public transport system that provides better access and connections to support new housing. Improved access to move towards more livable cities and towns and a thriving region. Reduced transport disadvantage. A transport system that is adaptive to facilitate the needs of people. Equity of accessability. Reduced nagative effects on public health. Table RLTP monitoring report card-key priority areas KPI 1: Increased annual passenger boardings per capita above 2015 levels. KPI 2: Increase public tranport, walking and cycling travel to work mode share in Hamilton from 2013 levels. KPI 3: Improve perception ratings across the region for public transport, walking and cycling from 2015 levels. KPI 4: Increase walking and cycling counts in Hamilton and outer urban centres from 2018 levels. KPI 5: Increased level of investment targeting inclusive infrastructure in Hamilton and rural towns compared to 2015 levels. KPI 6: Increased investment in urban cycle facilities in urban areas from 2018 levels. KPI 7: Reduced distance per capita travelled in single occupancy vehicles in Hamilton on weekdays below 2017 levels. Other contributing monitoring frameworks Qualitive monitoring of stakeholder actions in RLTP (implementation measures in Section 3). Access Hamilton Strategy, Waikato Regional Public Transport Plan , Regional Cycling Business Case outcomes, Regional Policy Statement. 88

91 Underpinning objectives Long term results we are seeking Monitoring measurements Report card indicator (Y/N) Integration and forward planning Integrated land use and transport decision making. Working together to address problems and constraints both within and outside our region. No KPIs are proposed for this underpinning objective as it largely focuses on how we work collectively to improve the liveability of our region. Moving towards more livable cities and thriving regions. A land transport system that allows better environmental and social outcomes. Affordability Environmental sustainability and resilience The Regional Land Transport Plan is fully funded. Increasing the efficiency and effectiveness of transport solutions. Value for money in regional land transport planning, maintenance and development, in line with government priorities. Innovative collaborative funding and investment arrangements. Better informed decision making. A land transport system that is adaptive, resilient, energy efficient and environmentally sustainable. Reduced environmental adverse effects of transport on the climate, local environment and public health. A land transport plan that enables better environmental outcomes. KPI 1: Increase funding from sources other than the National Land Transport Fund from 2015 levels. KPI 2: Reduce costs from 2015 levels in delivering road maintenance activities through improved asset management practices across the Waikato region. KPI 1: Increased proportion of electric vehicles in the region compared to KPI 2: No statistically reliable decline in ambient air quality (NO2, PM10, and benzene) at key traffic sites in urban centres from 2015 levels. Other contributing monitoring frameworks for underpinning objectives Table RLTP monitoring report card-underpinning objectives Regional Policy Statement, Future Proof Strategy, Access Hamilton Strategy, National Energy Efficiency and Conservation Strategy, Waikato Regional air quality monitoring framework. Section 6: Monitoring the Regional Land Transport Plan Whiti 6: Ngā aroturuki i te Mahere Waka Kotahi ā-rohe 89

92

93 Section 7: Delivering the plan and looking towards 2021 Whiti 7: Whakapuaki mahere kia koke whakamua ki te tau 2021

94 Section 7: Delivering the plan and looking towards 2021 Whakapuaki mahere kia koke whakamua ki te tau 2021 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Conclusion This update to the 2015 Regional Land Transport Plan (2015 RLTP) has continued the overall strategic policy direction for land transport in the Waikato region, with a focus on addressing key short-term priorities over the life of this Plan. The policy framework clearly articulates the region s key transport problems: Protecting the function of our strategic corridors in the context of growth pressures in and around Hamilton, the North Waikato, and in the upper North Island overall. Tackling our complex road safety problem and the disproportionate number of deaths and injuries in the region. Providing for the access and mobility needs of our communities in a changing social, demographic, economic and technological landscape. There is good understanding across the region s key transport stakeholders on the transport problems we are trying to address, and the benefits of doing so. The considerable integrated planning work that has been undertaken in the intervening years since the 2015 RLTP was made operative, means that there is a strong consensus regional view on the key transport priorities moving forward. This means we have a robust blueprint in this 2018 RLTP update to guide decision making and national, regional and local investment in the desired outcomes and objectives this Plan is seeking. Overall, the integrated suite of policies and key implementation measures, along with the regional programme of transport activities, will deliver on the priorities of the Plan, and across the Government's priorities for transport in the draft 2018 GPS. This 2018 update to the RLTP will see the final realisation of the long-standing Waikato Expressway project, along with a closer focus on resilience issues on our strategic transport corridors. And, for the first time, the Plan will target high growth areas, ensuring through a new policy objective that a planned transport response provides the multimodal infrastructure and services that are needed to support new housing areas and the infill development and continued growth of our largest city, Hamilton. Through implementation of this Plan and the recently updated Waikato Regional Road Strategy , it is hoped that the targeted focus on the region s priority short-term road safety problems will make strong headway in reducing the road toll and moving the region towards its 'Vision Zero'. Along with Access Hamilton implementation, progress will also be made under this Plan in delivering on the urban access and mobility needs of our communities. There is still, however, some way to go in delivering on the access and mobility needs of rural communities. Ongoing progress with the Access and Mobility business case work should shine light on these issues and provide a better base for when we develop a new RLTP. In the interim, the empowerment of the Community Transport Forum should drive a greater focus in this area. As an interim midterm update, emerging Government policy will need to be considered for the development of the next RLTP. This will include a final 2018 GPS and Transport Agency investment Proposal and Investment Assessment Framework, and it is hoped, a second staged GPS that will provide strategic direction on the future of rail, road, safety, and emissions policy. A key consideration for the 2021 Plan will be determining our key regional priorities in the context of this new policy environment as it becomes embedded, and in the context of completion of committed funding for the Waikato Expressway, which has been a long-standing policy priority for the Waikato region. 92

95 Appendices Āpitihanga

96 Appendix 1 - Legislative alignment with the Land Transport Management Act 2003 Outlined in the table below are the key requirements of the Land Transport Management Act (LTMA) that relate to regional land transport plans, and a description of how the 2018 update to the Regional Land Transport Plan has met those requirements. LTMA section reference Provision Description on how the plan meets the statutory requirements s14 (a)(i) The Regional Transport Committee (RTC) must be satisfied that the Regional Land Transport Plan contributes to the purpose of the LTMA-which is to contribute to an effective, efficient, and safe land transport system in the public interest. Section 3 provides the policy framework for the Plan, including objectives, priorities, policies and key implementation measures. This policy framework, together with the programme component of the Plan, has been designed to give full effect to the LTMA's purpose. s14 (a)(ii) The Regional Land Transport Plan is consistent with the Government Policy Statement (GPS) on Land Transport. The development outcomes of the Plan were reviewed to ensure consistency with the draft 2018/19 GPS. The Plan is considered to be consistent with the Government's priority objectives and desired results for land transport. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan s14(b)(i) and (ii) s14(c)(i) s14(c)(ii) The RTC has considered alternative regional land transport objectives that would contribute to the purpose of this Act, and the feasibility and affordability of those alternative objectives. The RTC has taken into account the National Energy Efficiency and Conservation Strategy. The RTC has taken into account any relevant national policy statements and any regional policy statements or plans that are in force under the Resource Management Act In the absence of guidelines from the Ministry of Transport detailing the intention of this provision (particularly regarding the feasibility and affordability of alternative objectives), the RTC has developed a set of objectives in Section 3 that are considered to be consistent with the draft GPS objectives as well as reflecting regional priority issues and aspirations. This Plan has been built off the solid policy direction outlined in previous Regional Land Transport Strategies and Plans and has been developed using a business case approach. It is important to note that the prior documents went through a robust development process, including the detailed examination of strategic options upon which the resulting outcomes of the existing Strategy were based. This robust policy framework resulted in good buy-in from key transport stakeholders, who have reconfirmed the strategy's foundational policy approach and broad range of transport objectives as the basis for this Plan. The National Energy Efficiency and Conservation Strategy (NEECS) has been taken account of and is discussed in Section and addressed in Section 3 under the 'Environmental sustainability and resilience' objective. Sections 1 and 2 include discussion of key RMA statements and plans that have changed since the 2015 Plan and were used to inform this Plan. 94

97 LTMA section reference Provision Description on how the plan meets the statutory requirements In particular the Waikato Regional Policy Statement (WRPS) was made operative in The WRPS is an integral part of this Plan. The Plan and WRPS are heavily reliant on each other for the effective delivery and implementation of integrated land use and transport policies and actions. Also, the National POlicy Statement on Urban Development Capacity (NPS-UDC) was released with direction on how growth will be managed in the region and is discussed in detail in Section 2. s14(c)(iii) The RTC has taken into account likely funding from any source. Section 5 includes an outline of anticipated revenue sources. s16(1) The Regional Land Transport Plan sets out the region's land transport objectives, policies and measures for the 10 financial years from the start of the Regional Land Transport Plan. Section 3 sets out the objectives, priorities, policies and key implementation measures for 10 years from the start of the Plan. s16(2)(a) The Regional Land Transport Plan includes a statement of transport priorities for the region for the 10 financial years from the start of the Regional Land Transport Plan. Section 3 sets out the transport priorities for the region for the 10 years from the start of the plan. s16(2)b The Regional Land Transport Plan includes a financial forecast of anticipated revenue and expenditure on activities for the 10 financial years from the start of the Regional Land Transport Plan Section 5 includes a 10 year forecast of revenue and expenditure. s16(2)(c) and (d) The Regional Land Transport Plan includes all regionally significant expenditure on land transport activities to be funded from sources other than the National Land Transport Fund during the six financial years from the start of the Regional Land Transport Plan, and an identification of those activities (if any) that have interregional significance. Section 4.6 outlines significant activities to be funded from outside the National Land Transport Fund (NLTF). Section 4.5 identifies those activities that have interregional significance s16(3)(a) s16(3)(c)(i)-(iii) The Regional Land Transport Plan must contain, for the first six financial years to which the plan relates, activities proposed by approved organisations in the region relating to local road maintenance, local road renewals, local road minor capital works and existing public transport services. For the purposes of this section, existing public transport services means the level of public transport services in place in the financial year before the commencement of the Regional Land Transport Plan, and any minor changes to those services. The Regional Land Transport Plan must contain, for the first six financial years to which the plan relates, the following activities that the regional transport committee decides to include in the Regional Land Transport Plan: Appendix 8 includes a table of activities for the first six financial years of the plan. Appendix 8 includes a table of activities for the first six financial years of the plan. Appendices Āpitihanga 95

98 LTMA section reference Provision Description on how the plan meets the statutory requirements Activities proposed by approved organisations in the region other than those activities specified in s16(3)(a). Activities relating to state highways in the region that are proposed by the Agency. Activities, other than those relating to state highways, that the Agency may propose for the region and that the Agency wishes to see included in the Regional Land Transport Plan. s16(3)(d) The Regional Land Transport Plan must contain the order of priority of the significant activities that the RTC includes in the Regional Land Transport Plan under s16(a) and (c). Appendix 9 includes a table of all significant activities to be funded through the NLTF, and lists these in order of priority. The significance policy that supports this is in Appendix 6. s16(3)(e)(i)-(v) and s16(3)(f) The Regional Land Transport Plan must include an assessment of each activity proposed by approved organisations that includes: Appendix 8 lists all activities proposed by approved organisations, and covers the information required by this section of the LTMA. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan s16(5)(a) and (b) s16(6)(b s16(6)(c) the objective or policy to which the activity will contribute an estimate of the total cost and the cost for each year the expected duration of the activity any proposed sources of funding other than the national land transport fund (including, but not limited to, tolls, funding from approved organisations and contributions from other parties) any other relevant information the measures that will be used to monitor the performance of the activities. The Regional Land Transport Plan must be in the form and contain the detail that the NZ Transport Agency may prescribe in writing to regional transport committees, and the assessment under s16(3)(e)(i)-(v) and s16(3)(f) must be in the form and contain the detail required by the RTC, taking account of any prescription made by the NZ Transport Agency. The Regional Land Transport Plan must include an assessment of the relationship of police activities to the Regional Land Transport Plan. The Regional Land Transport Plan must also include a list of activities that have been approved under s20 of the LTMA but are not yet completed. Section 6 addresses monitoring the plan, and includes the framework that will be used to monitor the key performance indicators. The RLTP has been developed in accordance with the NZ Transport Agency s Business Case Guidance for 2018 RLTP reviews, as outlined in Appendix 2. A discussion on the relationship of police activities to the Plan is included in Section 3.8. Appendix 8 includes these activities. 96

99 LTMA section reference Provision Description on how the plan meets the statutory requirements s16(6)(e) The Regional Land Transport Plan must include a description of how monitoring will be undertaken to assess implementation of the Regional Land Transport Plan. Section 6 outlines how monitoring of the Plan will be undertaken. s16(6)(f) The Regional Land Transport Plan must include a summary of the consultation carried out in the preparation of the Regional Land Transport Plan. Appendix 3 includes a process diagram outlining the consultation undertaken at each phase of development of the plan. s16(6)(g) The Regional Land Transport Plan must include a summary of the policy relating to significance adopted by the Regional Transport Committee under s106(2). Section 4 introduces the significance policy adopted by the RTC. Appendix 6 contains the significance policy. s18(1) and s18a(2) The RTC has consulted in accordance with the consultation principles of s82 the LGA 2002 and may use the special consultative procedure specified in s83 of the same Act. The RTC has consulted in accordance with the consultation principles of s82 of the LGA 2002 during stakeholder engagement on issues and priorities, and during consultation on the draft Plan. Consultation on the Regional Land Transport Plan has been carried out in conjunction with the relevant regional council's consultation on its Long Term Plan or its Annual Plan under the LGA s18b(1) and (2) The RTC has lodged the Regional Land Transport Plan with. If any activities or combinations of activities proposed by an approved organisation of the Agency have not been included in the Regional Land Transport Plan, the RTC has given the approved organisation or the Agency written advice of the decision and the reasons for the decision to omit the activity or activities. The final Plan was received by the RTC following consultation and was recommended to Waikato Regional for adoption. s18b(3) The Regional Land Transport Plan has been formally adopted at a meeting of the. The final Plan was adopted by Waikato Regional. s18g. The relevant approved organisation must do everything reasonably practicable to separately consult Māori affected by any activity proposed by the approved organisation that affects or is likely to affect: Māori land Land subject to any Māori claims settlement Act Māori historical, cultural or spiritual interests. Appendix 3 includes a process diagram outlining the consultation undertaken at each phase of development of the plan. For the 2015 Plan there was a robust policy development process with iwi. All policies developed at that time have been retained. There was also further consultation undertaken for this 2018 update through Long Term Plan development. s18h The relevant approved organisation must consult the land holding trustee about any proposed activity that affects or is likely to affect land registered in the name of Pootatau Te Wherowhero under s19 of this Act. The Agency and approved public organisations must, with respect to funding from the National Land Transport Fund: Appendix 3 includes a process diagram outlining the consultation undertaken at each phase of development of the plan. Appendices Āpitihanga 97

100 LTMA section reference Provision establish and maintain processes to provide opportunities for Māori to contribute to the organisations land transport decision making processes consider ways the organisation may foster development of Māori capacity to contribute to decision-making processes provide relevant information to Māori for the purposes of decision-making processes. Description on how the plan meets the statutory requirements For the 2015 Plan there was a robust policy development process with Iwi. All policies developed at that time have been retained. There was also further consultation undertaken for this 2018 update through Long Term Plan development. Section 3 contains specific policy and implementation measures that have been developed based on discussions with Iwi authority representatives. s35 In preparing a programme or Plan the Agency, the Commissioner, the Secretary, every local authority, Auckland Transport, and every approved public organisation must consider the needs of persons who are transport disadvantaged. Section 3 contains the 'Access and mobility' policy template where the needs of persons who are transport disadvantaged have been considered and resulting policy and key implementation measures identified. The plan also contains a priority to improve access and mobility for the transport disadvantaged. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Western Rail Trail, Hamilton. Photo: Hamilton city 98

101 Appendix 2 - Alignment with the NZ Transport Agency's Business Case Guidance for 2018 RLTP reviews Alignment with NZ Transport Agency Business Case Approach Guidance for 2018 Regional Land Transport Plan reviews Principles The importance of accurately identifying a problem and its consequences. The stating of the benefits associated with addressing the identified problem(s). The need to explore alternatives and options and then build the case for a particular response with clear logic and evidence to support it. The need for informed discussion by the relevant parties throughout the development process. Six key features in strategic context Clear statements on what the highest priority issues or problems relating to transport in the region are supported by evidence. Clear statements on the highest priority benefits/outcomes the region is seeking from investing in transport. Description on how the review process and updated plan has applied these principles Investment Logic Mapping (ILM) facilitated workshops were undertaken with the Regional Transport Committee (RTC) to identify key problems and benefits (refer to Appendix 3). The 2018 update to the Regional Land Transport Plan (the Plan or RLTP) is built around this ILM policy framework, the region s three key transport problems. These are articulated in Sections 1-3 of the Plan, with the policy templates being built off the ILM problem statements. ILM facilitated workshops with RTC to identify key problems and benefits (refer to Appendix 3). The 2018 update to the RLTP is built around the problem statements. The benefits associated with addressing these priority problems are explicitly articulated in Sections 2 and 3 of the Plan. The ILM process enabled the RTC to look at transport issues in the region with a fresh focus. The case for investment across the resultant three priority problems that have been identified for the updated RLTP has been built with clear logic and evidence. So, too, has the high-level strategic response for each problem (outlined in the policy templates in Section 3 of the Plan). The overall outcome of the ILM process confirmed that the current strategic approach for the 2015 RLTP is still robust with no need to radically change direction. The business case approach for reviewing the RLTP has involved informed discussion at all stages of the plan review process, as detailed in Appendix 3. Description on how the review process and updated Plan reflects these key features Clear statements on the region s highest priority issues or problems are described in the front-end policy chapters of the Plan. Section 1 introduces the problems while Section 2 provides the strategic context and evidence base for each problem. Section 3 then builds policy and implementation measures off the priority problem statements. Clear statements on the highest priority benefits/outcomes the region is seeking from investing in transport are articulated in the front-end policy chapters of the Plan. Section 2 describes the benefits of addressing each problem, including how addressing the problem will contribute to the results the Government is seeking in the draft 2018 Government Policy Statement on Land Transport (GPS). Section 3 also summarises the high-level benefits of tackling these problems. Appendices Āpitihanga 99

102 Alignment with NZ Transport Agency Business Case Approach Guidance for 2018 Regional Land Transport Plan reviews Waikato Regional 2018 update to the Waikato Regional Land Transport Plan A clear set of regional objectives that will address these problems and outcomes. (Objectives need to be specific, measureable, achievable/affordable, relevant/realistic and time-bound.) A clear view of the relative priority of these objectives. Evidence that stakeholders have been involved in helping to identify the problems, outcomes and objectives through a process of informed discussion. This must involve the parties that will collectively be responsible for addressing the problems and delivering the benefits sought, as well as those who hold the most knowledge about the problems. A clear, logical story that shows how the region s programme has been prioritised to deliver on the priority objectives. A clear set of regional objectives that will address the priority problems and outcomes is presented in Section 3 of the Plan, the regional policy framework. The objectives have been built off the problem statements in a robust line of sight exercise which has also ensured alignment with draft GPS objectives (described in Appendix 3). The objectives and associated implementation measures are supported by high-level key performance indicators (KPIs) and a SMART monitoring framework, outlined in Section 6 of the Plan. The review process reconfirmed the importance of the six objective areas for the 2015 RLTP. There is a clear view of the relative priority of these reworded objectives, with the three corresponding problem objectives having been given the same weighting as their problem: strategic corridors and economic development 40%, road safety 35%, and access and mobility 25%. There are also three underpinning objectives that cut across all of the problem objectives that have not been weighted. Key transport partners and stakeholders in the region have been involved in helping to identify the problems, outcomes and objectives, principally through the ILM and workshop processes that are outlined in Appendix 3. These stakeholders represent the parties that will collectively be responsible for addressing the problems and delivering the benefits sought. The RTC has been supported by the technical Regional Advisory Group, and by the work of other transport related business cases that have been feeding into the RLTP review process. These are the people who hold the most knowledge about the problems identified. Furthermore, the 2018 draft update to the 2015 Plan has been publicly consulted on, so all stakeholders have had an opportunity to shape the outcome. The 2018 update to the 2015 RLTP provides a clear, logical case for national and local investment in the region. The policy framework has been through a robust business case process and the programme of transport activities has been prioritised to give effect to the policy framework and priority objectives (outlined in Sections 6 and 7 of the Plan). 100

103 Appendices Āpitihanga Appendix 3 - Process for reviewing the plan 101

104 Appendix 4 - Joint statements - Upper North Island Strategic Alliance and SH1/29 - ECMT Working Group Upper North Island Strategic Alliance joint statement Why the Upper North Island is important The upper North Island is vital to the social and economic success of New Zealand. Auckland, Northland, Waikato and Bay of Plenty regions are responsible for generating more than half of New Zealand s GDP, housing more than half of New Zealand s population and providing for the movement of more than half of New Zealand s freight. Strong growth projections for population and freight movement, and in sectors such as tourism, will continue the significance of this geographic area to New Zealand. The role of transport in this Transport is an important enabler of social and economic outcomes. The infrastructure networks (road and rail) of the upper North Island regions connect key growth areas and ports, and support the majority of national economic activity. These networks not only provide for the movement of people, and exchange of goods and services, they also facilitate improvements in accessibility both interregionally, regionally and sub-regionally. Ensuring an efficient, safe and effective transport network is critical for the upper North Island to achieve desired social and economic outcomes and for New Zealand to continue to compete internationally. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Why collaboration is important The ongoing success of the upper North Island requires key decision-makers to work together, sharing and coordinating information and understanding wider strategic priorities in planning and investment processes. Shared priorities In developing the respective upper North Island Regional Land Transport Plans, the regions have collaborated to better understand the upper North Island strategic context, and within this, its issues and opportunities relevant to the transport network. An outcome of this is the identification of shared priority areas of focus that support investment decisions and contribute to delivering the desired social and economic outcomes. Shared priorities that the regions are actively working together on are: managing the transport implications of population and land use change, improving the efficiency and reliability of freight movements, improving the safety of road users across the network, particularly in high risk areas. These areas benefit the most from an aligned upper North Island approach as they require multi-agency attention, have a prevalence of cross boundary journeys, and are key contributors to the significance of the upper North Island to New Zealand. While the shared priorities are developed at a upper North Island scale, subregional and regional priorities continue to provide specific areas of focus for regions within the upper North Island, an example being the importance of ensuring a resilient transport network for areas prone to disruption. A work programme for the shared priorities is helping to improve and better coordinate regional delivery and response to upper North Island significant issues, determined through Regional Land Transport plans. It is essential that this commitment to collaboration continues and develops even further to maximise social and economic outcomes for the upper North Island and the regions within it. 102

105 SH1/29 East Coast Main Trunk Line Working Group agreed statement The Bay of Plenty and Waikato regions are taking an integrated appropriate to the SH1/29 and East Coast Main Trunk (ECMT) road and rail corridor through the joint SH1/29-ECMT Working Group. The working group has identified the following objectives for the future management of this corridor: 1. To develop and protect the corridor s role as the strategic, long term transport corridor connecting Auckland and the Waikato with the Bay of Plenty. 2. To support a reduction of deaths and serious injuries. 3. Land use and land transport infrastructure (road and rail) is integrated and coordinated through planning, investment and programming mechanisms. 4. Supports the development of a nationally significant freight efficient transport corridor that enables economic growth in the regions and upper North Island. 5. Support improved resilience, and the complementary function of both the road and rail networks. Aerial of SH1/29 intersection. Photo: NZTA Appendices Āpitihanga 103

106 Appendix 5 - Strategic corridors in the Waikato Region 5.1 The One Network Road Classification In 2013 the NZ Transport Agency (NZTA or the Agency) and Local Government New Zealand developed the One Network Road Classification (ONRC) - a nationally consistent approach to classifying transport corridors based on the functions that they perform as part of an integrated national network, and their appropriate level of service. The ONRC provides a nationally consistent framework to focus investment on corridors that provide the greatest contribution towards meeting land transport objectives. The Regional Land Transport Plan (the Plan) uses a modified version of the ONRC that recognises regional interests of the Plan and is forward looking so that it takes account of further growth and development occurring in parts of the region. The classification levels adopted in the Plan are as follows: National high volume road corridors are roads that make the highest contribution to the social and economic wellbeing of New Zealand by connecting major population centres, international ports or major airports. They also have high volumes of heavy commercial vehicles or general traffic. National road and rail corridors are roads and rail lines that make a significant contribution to the social and economic wellbeing of New Zealand by connecting major population centres, major ports or international airports. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Regional road and rail corridors are road and rail corridors that make a major contribution to the social and economic wellbeing of a region and connect to regionally significant places, industries, ports or airports. They are also major connectors between regions, and in urban areas may have substantial passenger transport movements. Arterial road corridors are roads that make a significant contribution to social and economic wellbeing, link regionally significant places, industries, ports or airports and may be the only route available to some places within the region (i.e. they must perform a significant lifeline function). In urban areas they may have significant passenger transport movements and numbers of cyclists and pedestrians using the road. Rail corridor classification was determined on advice and evidence from KiwiRail on rail movements data by rail corridor, and rail corridor performance at a national scale. Map 9 'Strategic road and rail corridors in the Waikato region 2041' and Map 10 'Strategic road and rail corridors in the greater Hamilton area 2041', on the following pages show the modified ONRC for the Waikato region looking out to The 2021 maps included as Map 6 'Summary of strategic corridor policies in the Waikato region' and Map 7 'Summary of strategic corridor policies for the greater Hamilton area', form the base of the function and policy maps. 104

107 Coromandel Whitianga Auckland MAP 9 STRATEGIC ROAD AND RAIL CORRIDORS IN THE WAIKATO REGION Tairua Thames 25A Pukekohe Whangamata Waihi Paeroa Legend North Island main trunk Huntly Te Aroha National road corridor Morrinsville Tauranga Regional road corridor Arterial road corridor 2 27 National high volume road corridor East coast main trunk Hamilton Raglan Matamata State highway 24 Cambridge 29 1 Railway National rail corridor Te Awamutu Kāwhia 31 3 Regional rail corridor Airport 5 Putaruru 1 Ōtorohanga 37 Rotorua Tokoroa Inland port Te Kūiti Port Freight hub North Island main trunk Taupō Lake Taupō 41 1 Taranaki Tūrangi 5

108 MAP 10 Huntly STRATEGIC ROAD AND RAIL CORRIDORS IN THE GREATER HAMILTON AREA 2041 Legend National high volume road corridor National road corridor Regional road corridor Arterial road corridor State highway Potential future corridors Railway National rail corridor Ngāruawāhia Regional rail corridor Wa i ka to E xpr ay sw es 1 Airport Hospital Freight hub Tertiary education Inland port *corridor to be funded by TGHL as part of Ruakura hub and inland port development d oa rr ve Ri Nor stern We h ut so th- e nn or irere Dri ve Wa r cto or ct c ty -ci C r o ss 23 o e nn 26 * nl thern links Sou S o uthe r 39 HAMILTON CITY nsion exte rive re D Waire r id co co r 39A ks in 21 3 Cambridge km

109 5.2 The function that strategic corridors play in the Waikato region and upper North Island context The table below outlines the function that strategic corridors play in the region and upper North Island context, as discussed in Section of this plan and summarised in Map 2 'Function of key strategic road and rail corridors in the Waikato region' and Map 3 'Function of key strategic corridors in the greater Hamilton area' in Section 2. Strategic corridor Key function Interregionally significant corridors SH1/29 North Island Main Trunk (NIMT) Important interregional freight corridor linking Auckland, Waikato and Bay of Plenty regions as well as the ports of Auckland and Tauranga, with a Waikato Expressway component between Auckland and south of Cambridge. Primary rail freight corridor, particularly between Auckland and the Waikato connection to the East Coast Main Trunk and Port of Tauranga. Also the only long distance passenger rail route between the upper and lower North Island. Future function for interregional Auckland - Waikato passenger rail. East Coast Main Trunk (ECMT) SH1 south of Piarere SH2 SH3 SH5 Primary rail freight corridor connecting the NIMT to the Port of Tauranga. Principal freight and people movement corridor between the Waikato and the lower North Island, with high risk resilience and safety issues at Lake Taupō. Significant interregional role in the movement of people, tourists and freight between Auckland, the Waikato/Thames-Coromandel and Bay of Plenty region. Key interregional corridor between the Waikato and Taranaki regions, including the Port of Taranaki, important for economic development and tourism. There are significant lifeline related constraints on this corridor. Important interregional corridor for freight and tourism, and a key lifeline route, connecting the Waikato to southern Bay of Plenty and the Hawke s Bay region. Regionally significant corridors Ring Road Hamilton north-south connector (Te Rapa Road, Ulster Street, Tristram Street) Hamilton northern river crossing Resolution Drive extension Southern Links Key strategic urban corridor in Hamilton connecting SH1, western corridor, Wairere Drive and extensions. It provides access for people and freight to and around the city. Major urban corridor connecting central Hamilton with SH1 to the north and Cobham Drive to the south, expected to be the main north-south connection serving the Hamilton CBD. Proposed future connection from Rototuna to the Te Rapa section of the Waikato Expressway (central junction) that allows for an extension to the Hamilton Ring Road, provides for the movement of people and freight and connects to SH39A. Proposed future connection from Rototuna to the north of Hamilton that will provide an extension to the Hamilton Ring Road, provides for the movement of people and freight, and connects to the proposed northern river crossing. Future function to provide strategic state highway and arterial access to Hamilton and to provide access to the Peacocke growth area. Appendices Āpitihanga 107

110 Strategic corridor Western corridor SH39 Ruakura Spine Road Key function Future function to connect Southern Links, State Highway 1 and the Te Rapa bypass to the Waikato Expressway at Ngāruawāhia. Freight and tourist access to the west of Hamilton. Alternative north-south freight corridor on the western side of Hamilton. The function of this corridor may change following completion of the Waikato Expressway. This regional arterial will provide a key linkage between the Waikato Expressway, the Hamilton urban area (via the Hamilton city Ring Road) and Ruakura growth cell, which is of particular importance to the region due to the inland port and freight hub that is currently being developed. Strategic arterial corridors Waikato Regional 2018 update to the Waikato Regional Land Transport Plan SH25 and 25A Hauraki Road SH27 Ohinewai-Tahuna Road Morrinsville-Tahuna Road and Paeroa-Tahuna Road SH26 SH21/Airport Road SH23 (rural section) Poihipi Road SH46 Cambridge Road/Golf Road Hamilton urban arterials Southern Links Key lifeline corridor supporting people, freight and tourism around the Coromandel Peninsula. Significant resilience issues on this route. Links SH2 and SH25 for access to Thames and the Coromandel Peninsula. SH27 provides access to eastern parts of the region and an alternative corridor to the south but is not prioritised. Provides an alternative cross-region route and access to industry off SH27 or the Waikato Expressway. Alternative connection between Morrinsville and Paeroa. Connects regional population centres of Hamilton, Morrinsville, Te Aroha and Paeroa. Provides access for the dairy industry and regional tourism. Provides access to Hamilton Airport and is a link between south-west Waikato and the Waikato Expressway. Will form a key component of the Southern Links network. Provides important people movement and tourism access between Hamilton and Raglan. Rural arterial connecting Taupō and SH32. Provides a critical alternative route to SH1 Desert Road. Rural arterials connecting Cambridge and Te Awamutu. Provides access for industry. Provide access to and within Hamilton. Role of public transport and active modes to increase. Many of these arterials will form part of proposed public transport routes with high capacity and frequent services. Some are used for freight. Future function to provide strategic state highway and arterial access to Hamilton and to provide access to the Peacocke growth area. 108

111 Appendix 6 - Significance Policy 1 Purpose The policy sets out how to: 1. Determine what is a significant activity for the purpose of section 16(3)(d) of the Land Transport Management Act 2003 (the Act). 2. Determine what is an activity with interregional significance for the purpose of Section 16(2)(d) of the Act. 3. Determine the significance of variations to the Waikato Regional Land Transport Plan (the Plan or RLTP) in accordance with Section 106(2) of the Act. 4. Determine what is significant expenditure from other sources in the Plan in accordance with Section 16(2)(c) of the Act. 2 Determination of a significant activity for prioritisation For the purposes of receiving funding from the National Land Transport Fund, only activities that meet the criteria for a significant activity as outlined in this policy are to be prioritised. For the purpose of Section 16(3)(d) of the Act, a significant activity is any activity put forward by an approved organisation (including the NZ Transport Agency) that: 1. Is not one of the following: committed activities (existing commitments arising from approved activities) business as usual activities (i.e. as identified in Section 16(3)(a) of the Land Transport Management Act 2013): local road maintenance, operations and renewals state highway maintenance, operations and renewals local road or state highway minor improvements existing public transport services. 2. Is a large new improvement activity with a total value greater than $5,000,000 and one phase is in the first three year period of the Plan; OR 3. Meets one or more of the following criteria, and at least one phase is in the first three year period of the Plan: Objective area Economic development Criteria Any activity that progresses short-term road safety priorities as defined in the Waikato Regional Road Strategy A significant activity that supports the implementation of the Speed Management Guide and advances speed management regionally. An activity that significantly contributes to reduced road risk on high risk rural roads, high risk intersections and high risk urban arterials. Significant improvements that contribute to the completion of the Waikato Expressway and associated improvements (as identified in the Waikato Expressway Network Plan). An improvement activity that supports the development of lead transport infrastructure to open up housing in high growth areas and connect to wider networks. 3 4 A significant improvement or planning activity that contributes to strategic interregional road and rail corridors linking key sea and inland port facilities and major employment and distribution areas. A significant activity that contributes to the understanding and function of touring routes for tourism. Appendices Āpitihanga 109

112 Objective area Access and mobility Environmental sustainability and resilience Criteria A significant improvement activity to services, infrastructure and/or the administration of the public transport network within Hamilton and surrounding towns. A significant activity that facilitates the growth of safe pedestrian and cycling activity, with a focus on high demand corridors including points where recreational cycle trails connect to the transport network. Any activity that supports and progresses transport initiatives to improve access in rural areas. Any activity that identifies and addresses route security and resilience issues on key lifeline routes and interregional strategic corridors, including climate change related mitigation. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Determination of Interregional significance For the purpose of Section 16(2)(d) of the Act, for an activity to have interregional significance it must be part of a package of activities that contributes to nationally or regionally significant road or rail corridors as identified in the Plan. 4 Alignment with Long Term Plans Recognising the development period for the Regional Land Transport Programme runs in advance of the majority of councils Long Term Plan (LTP) processes, to allow for any disconnect in which an activity submitted to the RLTP may not be supported by an LTP, or conversely, an activity not included in an RLTP submission but sought to be introduced to the RLTP subsequent to submission and adoption within a Long Term Plan for inclusion, neither would be considered as significant variations to the Plan requiring additional consultation. These will be considered factual corrections to the programme in the Plan. 5 Determination of significance of a variation The Regional Land Transport Plan can be varied at any time once operative. In accordance with Section 18D of the Act, consultation will be required on a variation if the variation is deemed to be significant. Any variations that are not considered significant can be approved by the Regional Transport Committee in accordance with the Terms of Reference for the Regional Transport Committee. Any variations that are considered significant must first be considered by the Regional Transport Committee before being approved by the full Waikato Regional. There are two key steps when considering variations to the RLTP. These are: 1. Does the change require variation to the RLTP? And if so: 2. Does the variation to the RLTP carry significance? Certain activities that do not require a variation In relation to the first question, there are a number of criteria set out in the Land Transport Management Act 2003 (Sections 18 and 20 in particular) for changes and amendments that do not require a formal variation. General determination of significance Where a variation is required, the significance of variations to the Plan will be determined on a case-by-case basis. In determining the significance of a proposed variation, the RTC will be guided by the extent to which the variation: negatively impacts on the contribution of the Plan towards the Government Policy Statement on Land Transport impacts on the appropriate approved organisation s own significance policy materially changes the balance of strategic investment in a project or activity changes the scope of the project or activity to the extent that it would significantly alter the original objectives of the project or activity affects the integrity of the Plan, including its overall affordability affects residents (variations with a moderate impact on a large number of residents, or variations with a major impact on a small number of residents, will have a greater significance than those with a minor impact). If one of more of the above criteria apply, consideration should be given to whether the consultation costs are greater than the benefits. 110

113 The following variations to the Waikato Regional Land Transport Plan are considered to be not significant for the purposes of consultation: activities that are in the urgent interests of public safety new preventative maintenance and emergency reinstatement activities in accordance with the NZTA s Planning & Investment Knowledge Base addition of an activity or activities that have previously been consulted on in accordance with Sections 18 and 18A of the Land Transport Management Act 2003 and which the Waikato RTC considers complies with the provisions for funding approval in accordance with Section 20 of that Act a scope change that does not significantly alter the original objectives of the project (to be determined by the Waikato RTC) addition of the Programme Business Case phase, Indicative Business Case phase or Investigation phase of a new activity, one which has not been previously consulted upon in accordance with Section 18 of the Land Transport Management Act 2003 a scope change to an existing Programme Business Case, where that change is supported by a Strategic Business Case a scope change to an Indicative Business Case, where that change is supported by a Strategic or Programme Business Case minor variations to the timing, cash flow or total cost, of any activities replacement of a project within a group of generic projects by another project of the same type. Where possible, any consultation required will be carried out with any other consultation undertaken by the regional council, such as the Annual Plan consultation. 6 Significant expenditure from other sources For the purpose of Section 16(2)(c) of the Act, regionally significant expenditure funded from sources other than the National Land Transport Fund is any land transport activity or group of land transport activities being undertaken in the region put forward by an approved organisation (including the NZ Transport Agency) or KiwiRail that: is greater than $5,000,000 total value over the first three year period of the Regional Land Transport Plan; AND that is not funded by the National Land Transport Fund. Overturned truck SH1. Photo: NZTA Appendices Āpitihanga 111

114 Appendix 7 - Method for prioritising significant transport activities 1 Purpose IAF Profile Rank To provide a consensus view to the NZ Transport Agency (NZTA or the Agency) on the priority activities that the region wants to be funded through the National Land Transport Fund (NLTF) in accordance with Section 16(3)(d) of the Land Transport Management Act Method The prioritisation methodology followed a four-step process: First order: Investment Assessment Framework ranking Second order: Objective weighting values Very High Very High Very High Very High 10+ High 10+ Medium 10+ Low Third order: Contribution to package of work Fourth order: Regional preference/regional Transport Committee (RTC) discretion High High Waikato Regional 2018 update to the Waikato Regional Land Transport Plan First order: Investment Assessment Framework ranking The first step was to rank all activities that met the significant activity threshold outlined in Appendix 6 using the Investment Assessment Framework (IAF) used by NZTA. The IAF was developed by the Agency to give effect to the previous government's 2017 draft GPS and uses a two factor assessment criteria as outlined in the table below. This resulted in activities being grouped into a rank of 1 8. The IAF was used as a first order assessment in recognition that the Regional Land Transport Plan policy framework has a close alignment with the draft GPS. Using the IAF to assess activities was considered to provide the greatest likelihood for activities to be included in the National Land Transport Plan (NLTP). Medium High Medium Medium Low Low Low Exclude 112

115 Second order: Objective weighting values In order to break any deadlocks within a rank, each activity was assessed against the regional priorities identified in Section 3 of this Plan. The categories and weightings applied to activities within each rank are included in the table below. The first three ranks reflect the relative weightings applied by the RTC through the ILM process to the three ILM problem statements. Resilience was included as a fourth rank to reflect the importance given to it through the draft GPS on Land Transport. Environment and sustainability was included as a fifth rank because of guidance provided by the regional transport committee and to address specific activities with an environmental focus. All other activities were simply given an other ranking of 6. RLTP Objective Economic development Access and mobility Resilience Environment and sustainability Rank These packages were developed with the support of the Regional Advisory Group (RAG) and the RTC following the review of the draft programme and specific identification of related activities submitted to the draft programme. Package Title North Waikato Waikato Expressway Hamilton Growth Resilience Access and Mobility Fourth order: Regional preference/rtc discretion Lastly, the RTC was provided an opportunity to exercise discretion about the final order of activities in order to reflect regional priorities. This was to ensure that any activities that were of particular significance to the region, but may not have been adequately accounted for through the initial quantitative assessment of the activity, could be uplifted in priority and reflect the political support for that activity. Other 6 3 Prioritised list of significant activities Third order: Contribution to package of work Each activity was further refined by identifying whether an activity contributes to a package of work. The packages of work identified are included in the following table. The prioritised list of significant activities proposed to be funded through the NLTF is included in Appendix 9. The packages identified provide the ability for activities to be grouped according to the delivery of expected benefits. This recognises that some activities have a strong contribution to delivering against a similar objective, and it is only through the delivery of all related activities that the total benefits of investment may be realised. Appendices Āpitihanga 113

116 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Appendix 8 - Transport activity class tables Table 5: Maintenance operations and renewals - state highways Project name Organisation name Activity class name Regional profile 2018/ / / / /23 Maintenance, Operations and Renewals Programme Waikato Highway and Network Operations Maintenance, Operation and Renewals of State Highways - $ 84,191,057 $ 79,053,758 $ 88,117,243 $ 97,916,370 $ 101,294,485 Table 6: Maintenance operations and renewals - local roads Project name Organisation name Activity class name Regional profile 2018/ / / / /23 Maintenance, Operations and Renewals Programme Department of Conservation (Waikato) Maintenance, Operation and Renewals of Local Roads - Special Purpose Road - $ 784,174 $ 784,174 $ 876,325 $ 796,325 $ 796,325 Maintenance, Operations and Renewals Programme Maintenance, Operation and Renewals of Local Roads - $ 20,522,300 $20,550,900 $ 19,447,200 $20,347,700 $ 19,947,500 Maintenance, Operations and Renewals Programme Hauraki District Maintenance, Operation and Renewals of Local Roads - $ 6,560,000 $ 6,034,000 $ 6,044,000 $ 6,517,000 $ 6,519,000 Maintenance, Operations and Renewals Programme Matamata-Piako District Maintenance, Operation and Renewals of Local Roads - $ 10,723,922 $ 10,979,977 $ 11,254,460 $ 10,478,173 $ 10,478,173 Maintenance, Operations and Renewals Programme Ōtorohanga District Maintenance, Operation and Renewals of Local Roads - $ 6,706,847 $ 6,548,170 $ 6,493,106 $ 7,428,331 $ 7,356,022 Maintenance, Operations and Renewals Programme South Waikato District Maintenance, Operation and Renewals of Local Roads - $ 5,510,500 $ 5,597,500 $ 5,268,500 $ 5,398,000 $ 5,637,000 Maintenance, Operations and Renewals Programme Taupō District Maintenance, Operation and Renewals of Local Roads - $ 5,538,600 $ 6,356,800 $ 6,066,900 $ 6,519,100 $ 6,714, /24 Total cost for 6 years $ 104,789,145 $ 555,362, /24 Total cost for 6 years Total NLTF share for 6 years $ 796,325 $ 4,833,648 $ 4,833,648 $20,594,300 $121,409,900 $ 61,919,049 $ 6,522,000 $ 38,196,000 $ 22,917,600 $ 10,478,173 $ 64,392,878 $ 32,840,368 $ 7,594,547 $ 42,127,023 $ 24,433,673 $ 5,784,000 $ 33,195,500 $ 20,581,210 $ 6,558,600 $ 37,754,400 $ 19,254,744 Primary contribution to objectives General Primary contribution to objectives General General General General General General General 114

117 Project name Organisation name Activity class name Regional profile 2018/19 Maintenance, Operations and Renewals Programme Taupō District Maintenance, Operation and Renewals of Local Roads - Special Purpose Road - $ 6,000 Maintenance, Operations and Renewals Programme Thames-Coromandel District Maintenance, Operation and Renewals of Local Roads - $ 11,051,000 Maintenance, Operations and Renewals Programme Waikato District Maintenance, Operation and Renewals of Local Roads - $ 30,745,070 Road Promotion Waikato Regional Maintenance, Operation and Renewals of Local Roads H H $ 250,000 Maintenance, Operations and Renewals Programme Waipā District Maintenance, Operation and Renewals of Local Roads - $ 11,650,000 Maintenance, Operations and Renewals Programme Waitomo District Maintenance, Operation and Renewals of Local Roads - $ 10,848,790 Totals $120,897,203 Table 7: New and improved infrastructure for state highways - funding committed Project name Phase type 2018/ /20 SH1 Wex Cambridge Section Construction $ 745,177 $ 108,294 SH1 Wex Cambridge Section Property $ 1,143,006 SH1 Wex Hamilton Section Property $ 66,690 SH1 Wex Hamilton Section Construction $ 141,690,600 $ 70,336,477 SH1 Wex Huntly Section Property $ 71,820 SH1 Wex Huntly Section Construction $ 70,601,325 $ 27,805,429 SH1 Wex Long Swamp Section Construction $ 24,978,001 $ 6,257,978 SH1 Wex Ngāruawāhia Section Construction $ 35,910 Appendices Āpitihanga 2019/20 $ 6,000 $ 11,177,000 $ 30,778,152 $ 250,000 $ 11,622,800 $ 10,891,814 $ 121,577, /21 $ 34,063,200 $ 25,747,243 $ 640, / / / /24 $ 6,000 $ 6,000 $ 6,000 $ 6,000 $ 11,013,000 $ 11,173,300 $ 11,111,000 $ 11,085,000 $ 31,064,575 $ 31,312,021 $ 31,900,287 $ 32,526,976 $ 250,000 $ 11,893,400 $13,227,000 $ 12,371,000 $ 12,653,000 $ 11,117,246 $10,746,000 $ 10,582,000 $ 10,507,000 $120,794,712 $123,948,950 $123,418,707 $ 125,105, / / /24 $ 410,400 $ 9,291,693 $ 630,990 $ 630,990 $ 630,990 Total cost for 6 years Total NLTF share for 6 years Primary contribution to objectives $ 36,000 $ 18,360 General $ 66,610,300 $ 33,971,253 General $ 188,327,081 $ 97,930,082 General $ 750,000 $ 382,500 General $ 73,417,200 $ 37,442,772 General $ 64,692,850 $ 45,931,924 General $735,742,780 $402,457,183 Total committed costs Primary contribution to objectives $ 853,471 Economic development $ 1,143,006 Economic development $ 66,690 Economic development $ 246,500,677 Economic development $ 71,820 Economic development $ 133,445,690 Economic development $ 33,769,173 Economic development $ 35,910 Economic development 115

118 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Project name Phase type 2018/ / /21 SH1 Wex Rangiriri Section Construction $ 5,855,727 SH1 Wex Rangiriri Section Property $ 2,565,000 Waikato Expressway RoNS Programme Office Investigation $ 861,840 $ 759,240 $ 913,140 SH1 (Cambridge to Piarere) Long Term Improvements Pre- $ 23,598,000 $ 3,063,000 SH1 (Cambridge to Piarere) Long Term Improvements Property $ 44,554,437 $ 19,527,400 SH1 (Cambridge to Piarere) ST Improvements, NSRRP Detailed business case $ 538,036 SH1 (Cambridge to Piarere) ST Improvements, NSRRP $ 3,689,682 SH1 East Taupō Arterial Improvements $ 4,397,230 SH2 Pokeno to Mangatarata Improvement: Sec A Design $ 574,550 SH2 Pokeno to Mangatarata Improvement: Sec A Property $ 7,470,288 $ 5,130,000 SH2 Pokeno to Mangatarata Improvement: Sec A Construction $ 30,780,000 $ 18,468,000 SH2 Pokeno to Mangatarata Improvement: Sec B Design $ 165,795 SH2 Pokeno to Mangatarata Improvement: Sec B Construction $ 20,068,560 $ 9,215,017 SH2 Pokeno to Mangatarata Improvement: Sec C Property $ 1,234,278 $ 476,087 $ 239,627 SH2 Pokeno to Mangatarata Improvement: Sec C Construction 2021/22 $ 10,019,714 $ 4,757, /23 $ 11,025, /24 $ 9,118,400 Total committed costs $ 5,855,727 $ 2,565,000 $ 2,534,220 $ 26,661,000 $ 64,081,837 $ 538,036 $ 3,689,682 $ 4,397,230 $ 574,550 $ 12,600,288 $ 59,267,714 $ 165,795 $ 29,283,577 $ 1,949,992 $ 24,901,939 Primary contribution to objectives Economic development Economic development Economic development Economic development Economic development 116

119 Project name SH2 Pokeno to Mangatarata Improvement: Sec D SH2 Pokeno to Mangatarata Improvement: Sec D SH2 Pokeno to Mangatarata Improvement: Sec E SH2 Pokeno to Mangatarata Improvement: Sec E SH23 (Hamilton to Whatawhata) NSRRP SH23 (Waitetuna (prev Te Uku) to Raglan), NSRRP SH25 Coromandel Motorcycle Demonstration Project - Stage 2 SH26 Kirikiri Stream Bridge Replacement SH26 Kirikiri Stream Bridge Replacement SH26 Kirikiri Stream Bridge Replacement SH27 Mangawhero Bridge SH29 Piarere to Te Poi SH3 Awakino Tunnel Bypass Hamilton Southern Links SH1 South-East Hamilton Improvements SH1 Cobham Drive Pedestrian Facility Waikato Stock Effluent Disposal Facilities Appendices Āpitihanga Phase type Property Construction Design Property Construction Property Pre- Pre- Detailed business case Property Design Construction Totals 2018/19 $ 196,400 $ 318,060 $ 2,066,042 $ 8,361,900 $ 6,806,447 $ 31,052 $ 79,229 $ 52,111 $ 8,125,920 $ 523,547 $ 4,761,563 $ 4,203,937 $ 10,516,500 $ 70,889 $ 468 $ 1,359,450 $ 402,307, /20 $ 718,200 $ 4,186,080 $ 8,208,000 $ 1,037,950 $ 187,680, /21 $ 80,071, /22 $ 4,039,460 $ 29,149, /23 $ 9,800,781 $ 21,457, /24 $ 11,356,655 $ 21,106,045 Total committed costs $ 196,400 $ 25,196,896 $ 318,060 $ 2,784,242 $ 8,361,900 $ 6,806,447 $ 506,339 $ 79,229 $ 52,111 $ 12,312,000 $ 523,547 $ 4,761,563 $ 12,411,937 $ 10,516,500 $ 70,889 $ 468 $ 2,397,400 $ 742,248,952 Primary contribution to objectives Resilience Resilience Resilience Resilience Resilience Economic development Economic development Access and mobility 117

120 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Table 8: New and improved infrastructure for state highways - new activities Project name Phase type Regional profile 2018/ / /21 Active Road User corridor Programme - Hamilton Safer Corridor Detailed Business Case Very High $ 144,106 Active Road User corridor Programme - Hamilton Safer Corridor Pre-implementation* Very High $ 288,212 Active Road User corridor Programme - Hamilton Safer Corridor Very High $ 4,997,590 Active Road User Intersection (Waikato) Detailed Business Case High $ 80,059 Active Road User Intersection (Waikato) Pre-implementation* High $ 80,572 $ 81,137 Active Road User Intersection (Waikato) High $ 2,776,438 Hamilton Southern Links Design High $ 428,932 $ 2,188,546 $ 2,874,299 Hamilton Southern Links Construction High Hamilton Southern Links Property High $ 10,516,500 Hamilton Urban Improvements - Bus priority hotspots Detailed Business Case Medium $ 205,200 Hamilton Urban Improvements - Bus priority hotspots Pre-implementation* Medium $ 513,000 Hamilton Urban Improvements - Bus priority hotspots Medium Hamilton Urban Improvements - South-East Hamilton Detailed Business Case High $ 163,273 Hamilton Urban Improvements - South-East Hamilton Pre-implementation* High $ 653, /22 $ 34,977,459 $ 2,383, /23 $ 72,080,042 $ 2,314, /24 $ 75,942,887 $ 2,366,575 Total 6 years $ 144,106 $ 288,212 $ 4,997,590 $ 80,059 $ 161,709 $ 2,776,438 $ 5,491,777 $ 183,000,388 $ 10,516,500 $ 205,200 $ 513,000 $ 7,065,257 $ 163,273 $ 653,090 Primary contribution to objectives Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility Economic development Economic development 118

121 Project name Hamilton Urban Improvements - South-East Hamilton Hamilton Urban Improvements - South-East Hamilton Hamilton Urban Improvements - Suburban cycle routes Hamilton Urban Improvements - Suburban cycle routes Hamilton Urban Improvements - Suburban cycle routes Hamilton Urban Improvements - Suburban cycle routes Kopu Bridge Replacement Low cost / low risk improvements Noise Walls and Improvement Programme SH1 Piarere to Tokoroa Safer Corridor SH1 Piarere to Tokoroa Safer Corridor SH1 Piarere to Tokoroa Safer Corridor SH1 SH1 Taupō to Waiouru Management and Resilience SH1 SH1 Taupō to Waiouru Management and Resilience SH1 Tokoroa to Taupō Safer Corridor SH1 Tokoroa to Taupō Safer Corridor Appendices Āpitihanga Phase type Property Detailed Business Case Pre-implementation* Property Construction State Highways Detailed Business Case Pre-implementation* Pre-implementation Detailed Business Case Pre-implementation* Regional profile High High Medium Medium Medium Medium Medium High Medium Medium Medium High High Medium Medium /19 $ 158,517 $ 634,068 $ 10,260 $ 9,053,000 $ 61,560 $ 1,120,823 $ 1,128, /20 $ 566,011 $ 217,697 $ 2,176,967 $ 9,259,000 $ 208,278 $ 1,135, /21 $ 2,242,276 $ 224,227 $ 2,242,276 $ 9,418,000 $ 357,048 $ 38,870, /22 $ 364,230 $ 40,688 $ 1,699,180 $ 1,695, /23 $ 277,020 $ 41,690 $ 1,737, /24 $ 186,732 $ 1,414,262 Total 6 years $ 2,242,276 $ 566,011 $ 158,517 $ 634,068 $ 441,924 $ 4,419,243 $ 10,260 $ 27,730,000 $ 1,454,868 $ 1,120,823 $ 2,263,919 $ 38,870,139 $ 82,378 $ 1,414,262 $ 1,699,180 $ 3,432,421 Primary contribution to objectives Economic development Economic development Access and mobility Access and mobility Access and mobility Access and mobility General 119

122 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Project name Phase type Regional profile 2018/ / /21 SH1 Tokoroa to Taupō Safer Corridor Medium SH1B Taupiri to Cambridge Safer Corridor Detailed Business Case High SH1B Taupiri to Cambridge Safer Corridor Pre-implementation* High SH1B Taupiri to Cambridge Safer Corridor High SH1B Telephone Rd/Holland Rd Intersection Improvement Detailed Business Case High $ 99,273 SH1B Telephone Rd/Holland Rd Intersection Improvement Pre-implementation* High $ 99,909 $ 100,610 SH1B Telephone Rd/Holland Rd Intersection Improvement High $ 3,442,784 SH1N/SH29 Intersection Improvement Detailed Business Case High $ 1,505,105 SH1N/SH29 Intersection Improvement Pre-implementation* High $ 1,514,750 $ 1,525,369 SH1N/SH29 Intersection Improvement High $ 52,197,044 SH2 Paeroa to Waihi Safe System Transformation Detailed Business Case Very High $ 272,200 SH2 Paeroa to Waihi Safe System Transformation Pre-implementation* Very High $ 273,944 $ 275,865 SH2 Paeroa to Waihi Safe System Transformation Very High $ 9,439,890 SH2 Pokeno (SH1) to Paeroa Safe System Transformation Detailed Business Case Very High $ 400,294 SH2 Pokeno (SH1) to Paeroa Safe System Transformation Pre-implementation* Very High $ 402,859 $ 405, /22 $ 40,780 $ 40, /23 $ 41, /24 $ 58,927,574 $ 1,414,262 Total 6 years $ 58,927,574 $ 40,780 $ 82,378 $ 1,414,262 $ 99,273 $ 200,519 $ 3,442,784 $ 1,505,105 $ 3,040,119 $ 52,197,044 $ 272,200 $ 549,809 $ 9,439,890 $ 400,294 $ 808,542 Primary contribution to objectives 120

123 Project name SH2 Pokeno (SH1) to Paeroa Safe System Transformation SH2/25 Intersection upgrade SH23 Hamilton to Raglan Safer Corridor SH23 Hamilton to Raglan Safer Corridor SH23 Hamilton to Raglan Safer Corridor SH24 and SH28 Matamata to Putaruru Safer Corridor SH24 and SH28 Matamata to Putaruru Safer Corridor SH24 and SH28 Matamata to Putaruru Safer Corridor SH25 Coromandel Integrated Improvements SH25 Coromandel Integrated Improvements SH25 Coromandel Integrated Improvements SH25 Coromandel Motorcycle Demonstration Project - stage 2 SH25 Mangatarata (SH2) to Thames Safe System Transformation SH25 Mangatarata (SH2) to Thames Safe System Transformation SH25 Mangatarata (SH2) to Thames Safe System Transformation Appendices Āpitihanga Phase type Construction Detailed Business Case Pre-implementation* Detailed Business Case Pre-implementation* Detailed Business Case Pre-implementation* Construction Detailed Business Case Pre-implementation* Regional profile Very High High High Very High Very High Very High High High High High High High High Medium Very High Very High Very High /19 $ 22,514 $ 640,470 $ 644,574 $ 80,059 $ 80,572 $ 31,052 $ 89,666 $ 90,241 $ 2,872, /20 $ 649,093 $ 81,137 $ 615,600 $ 90, /21 $ 13,882,192 $ 22,211,508 $ 2,776,438 $ 615,600 $ 3,109, /22 $ 1,539, /23 $ 1,539, /24 $ 3,078,000 $ 20,007,000 Total 6 years $ 13,882,192 $ 22,514 $ 640,470 $ 1,293,667 $ 22,211,508 $ 80,059 $ 161,709 $ 2,776,438 $ 1,231,200 $ 6,156,000 $ 20,007,000 $ 31,052 $ 89,666 $ 181,114 $ 5,982,411 Primary contribution to objectives 121

124 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Project name Phase type Regional profile 2018/ / /21 SH25 Mangatarata (SH2) to Thames Safer Corridor Detailed Business Case Very High SH25 Mangatarata (SH2) to Thames Safer Corridor Pre-implementation* Very High SH25 Mangatarata (SH2) to Thames Safer Corridor Very High SH25 Tairua to Whitianga Safer Corridor Detailed Business Case Very High SH25 Tairua to Whitianga Safer Corridor Pre-implementation* Very High SH25 Tairua to Whitianga Safer Corridor Very High SH25A Kopu to Hikuai Management Detailed Business Case Very High $ 96,071 SH25A Kopu to Hikuai Management Pre-implementation* Very High $ 96,686 $ 97,364 SH25A Kopu to Hikuai Management Very High $ 3,331,726 SH26 Hamilton to Morrinsville Safer Corridor Detailed Business Case High $ 105,678 SH26 Hamilton to Morrinsville Safer Corridor Pre-implementation* High $ 106,355 $ 107,100 SH26 Hamilton to Morrinsville Safer Corridor High $ 3,664,899 SH26 Morrinsville to Kopu Safer Corridor Detailed Business Case High SH26 Morrinsville to Kopu Safer Corridor Pre-implementation* High /22 $ 543,738 $ 542,502 $ 4,689,738 $ 4,679,080 $ 258,275 $ 257, /23 $ 555,872 $ 4,794,404 $ 264, /24 $ 18,856,824 $ 162,640,106 Total 6 years $ 543,738 $ 1,098,374 $ 18,856,824 $ 4,689,738 $ 9,473,484 $ 162,640,106 $ 96,071 $ 194,050 $ 3,331,726 $ 105,678 $ 213,455 $ 3,664,899 $ 258,275 $ 521,728 Primary contribution to objectives 122

125 Project name SH26 Morrinsville to Kopu Safer Corridor SH26 Onetai Stream Bridge Replacement SH26 Onetai Stream Bridge Replacement SH26 Onetai Stream Bridge Replacement SH27 Kaihere Safer Corridor SH27 Kaihere Safer Corridor SH27 Kaihere Safer Corridor SH27 South of Matamata Safer Corridor SH27 South of Matamata Safer Corridor SH27 South of Matamata Safer Corridor SH27/Horrell Rd Intersection Improvement SH27/Horrell Rd Intersection Improvement SH27/Horrell Rd Intersection Improvement SH29 Piarere to Te Poi SH29 Piarere to Te Poi SH29 Te Poi to Kaimai Summit Appendices Āpitihanga Phase type Detailed Business Case Pre-implementation* Detailed Business Case Pre-implementation* Detailed Business Case Pre-implementation* Detailed Business Case Pre-implementation* Pre-implementation Detailed Business Case Regional profile High PV_EoL 99 PV_EoL 99 PV_EoL 99 Very High Very High Very High High High High High High High High High High /19 $ 266,863 $ 533,725 $ 48,035 $ 48,343 $ 288,212 $ 290,058 $ 38,428 $ 38,674 $ 1,058, /20 $ 2,286,479 $ 48,682 $ 292,092 $ 38, /21 $ 1,665,863 $ 9,995,178 $ 1,332, /22 $ 855, /23 $ 283,307 $ 13,537, /24 $ 8,956,991 $ 12,119,748 Total 6 years $ 8,956,991 $ 266,863 $ 533,725 $ 2,286,479 $ 48,035 $ 97,025 $ 1,665,863 $ 288,212 $ 582,150 $ 9,995,178 $ 38,428 $ 77,620 $ 1,332,691 $ 1,138,342 $ 25,657,381 $ 1,058,349 Primary contribution to objectives Resilience Resilience Resilience 123

126 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Project name Phase type Regional profile 2018/ / /21 SH29 Te Poi to Kaimai Summit Pre-implementation High $ 1,074,276 $ 1,638,516 $ 1,098,051 SH29 Te Poi to Kaimai Summit Property High $ 3,092,394 $ 2,049,176 SH29 Te Poi to Kaimai Summit High $ 5,501,706 $ 11,221,336 SH29/SH27 Intersection Improvement Detailed Business Case High $ 992,729 SH29/SH27 Intersection Improvement Pre-implementation* High $ 999,091 $ 1,006,095 SH29/SH27 Intersection Improvement High $ 34,427,837 SH3 Hamilton to Te Awamutu and SH21 Safer Corridor Detailed Business Case Very High $ 544,400 SH3 Hamilton to Te Awamutu and SH21 Safer Corridor Pre-implementation* Very High $ 547,888 $ 551,729 SH3 Hamilton to Te Awamutu and SH21 Safer Corridor Very High $ 18,879,782 SH3 Te Awamutu to Te Kūiti Safer Corridor Detailed Business Case Low $ 230,569 SH3 Te Awamutu to Te Kūiti Safer Corridor Pre-implementation* Low $ 232,047 $ 233,674 SH3 Te Awamutu to Te Kūiti Safer Corridor Low $ 7,996,143 SH3 Te Kūiti to New Plymouth Safer Corridor Detailed Business Case High $ 640,470 SH3 Te Kūiti to New Plymouth Safer Corridor Pre-implementation* High $ 644,574 $ 649,093 SH3 Te Kūiti to New Plymouth Safer Corridor High $ 22,211, /22 $ 1,014,429 $ 22,713, /23 $ 23,092, /24 $ 17,449,142 Total 6 years $ 3,810,843 $ 6,155,999 $ 79,978,762 $ 992,729 $ 2,005,186 $ 34,427,837 $ 544,400 $ 1,099,617 $ 18,879,782 $ 230,569 $ 465,721 $ 7,996,143 $ 640,470 $ 1,293,667 $ 22,211,508 Primary contribution to objectives 124

127 Project name SH3/21 Intersection Improvements, NSRRP SH30 Kōpaki Bridge Replacement SH30 Kōpaki Bridge Replacement SH30 Kōpaki Bridge Replacement SH39 and SH31 Waikato Expressway to Ōtorohanga Safer Corridor SH39 and SH31 Waikato Expressway to Ōtorohanga Safer Corridor SH39 and SH31 Waikato Expressway to Ōtorohanga Safer Corridor SH5 (Mihi to Wairakei), NSRRP SH5 (Mihi to Wairakei), NSRRP SH5 Rotorua to Wairakei Management SH5 Rotorua to Wairakei Management SH5 Rotorua to Wairakei Management SH5 Tirau to Rotorua Safer Corridor SH5 Tirau to Rotorua Safer Corridor SH5 Tirau to Rotorua Safer Corridor SH5/SH28 Harwoods Intersection Improvement SH5/SH28 Harwoods Intersection Improvement Appendices Āpitihanga Phase type Detailed Business Case Pre-implementation* Detailed Business Case Pre-implementation Pre-implementation* Detailed Business Case Pre-implementation* Detailed Business Case Pre-implementation* Detailed Business Case Pre-implementation* Regional profile High Low PV_EoL 99 PV_EoL 99 PV_EoL 99 High High High High High Low Low Low Very High Very High Very High High High /19 $ 57,866 $ 256,188 $ 257,830 $ 303,933 $ 6,961,410 $ 291,414 $ 293,281 $ 144,106 $ 145,029 $ 992,729 $ 999, /20 $ 63,541 $ 544,400 $ 259,638 $ 2,949,750 $ 295,337 $ 146,046 $ 1,006, /21 $ 1,110,575 $ 3,388,259 $ 8,884,603 $ 10,106,236 $ 4,997, /22 $ 4,586, / /24 Total 6 years $ 121,407 $ 544,400 $ 1,110,575 $ 7,975,022 $ 256,188 $ 517,468 $ 8,884,603 $ 303,933 $ 9,911,160 $ 291,414 $ 588,618 $ 10,106,236 $ 144,106 $ 291,075 $ 4,997,590 $ 992,729 $ 2,005,186 Primary contribution to objectives Resilience Resilience Resilience 125

128 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Project name Phase type Regional profile 2018/ / /21 SH5/SH28 Harwoods Intersection Improvement High $ 34,427,837 Tirau SH1/5 Improvements Construction High High $ 4,472 WAI ITS Improvement Programme High $ 322,965 $ 724,170 $ 6,588,303 WAI LED Replacement Programme Low 10+ Weigh Right Taupō Medium 10+ $ 6,199,810 $ 907,805 Weigh Right Taupō Property Medium 10+ $ 11,799 Totals $ 58,988,341 $ 43,039,994 $ 359,567,953 Table 9: New and improved infrastructure for local roads - new activities Project name Organisation name Regional profile Phase type 2018/ / /21 Low cost / low risk improvements Department of Conservation (Waikato) SPR $ 100, Bridge Improvements - Kirikiriroa Bridge Widening High 1* Detailed Business Case $ 27, Bridge Resilience - Claudelands Bridge Stabilisation High Detailed Business Case $ 20, Bridge Resilience - Claudelands Bridge Stabilisation High Design $ 30, Bridge Resilience - Claudelands Bridge Stabilisation High Construction $ 450, Bridge Resilience - Claudelands Bridge Strengthening Medium Detailed Business Case $ 10, /22 $ 82,922, / / /24 $ 6,817,068 $ 120,559,640 $ 390,177, / /24 Total cost for 6 years $ 100,000 $ 27,100 $ 20,000 $ 30,000 $ 450,000 $ 10,400 Total 6 years $ 34,427,837 $ 4,472 $ 7,635,438 $ 6,817,068 $ 7,107,615 $ 11,799 $ 1,055,255,111 Total NLTF share for 6 years $ 100,000 $ 13,821 $ 10,200 $ 15,300 $ 229,500 $ 5,304 Primary contribution to objectives Reliability Environment Primary contribution to objectives General Economic development 126

129 Project name 2018 Bridge Resilience - Claudelands Bridge Strengthening 2018 Bridge Resilience - Claudelands Bridge Strengthening 2018 Bridge Resilience - Victoria Bridge Seismic Strengthening 2018 Bridge Resilience - Victoria Bridge Seismic Strengthening 2018 Bridge Resilience - Victoria Bridge Seismic Strengthening 2018 Bridge - Claudelands Bridge Barrier 2018 Bridge - Claudelands Bridge Barrier 2018 Bridge - Victoria Bridge Barriers 2018 Bridge - Victoria Bridge Barriers 2018 Bridge - Whitiora Bridge Barriers 2018 Bridge - Whitiora Bridge Barriers 2018 Hamilton Ring Road - Wairere/Cobham Interchange 2018 Intersection Capacity - Anglesea/Anzac Upgrade 2018 Intersection Capacity - Grey/Te Aroha Upgrade Appendices Āpitihanga Organisation name Regional profile Medium Medium High High High Medium Medium High 10+ High 10+ High High Very High 10+ High High Phase type Design Construction Detailed Business Case Design Construction Design Construction Design Construction Design Construction Construction Detailed Business Case Detailed Business Case 2018/19 $ 100,000 $ 4,343, /20 $ 10,400 $ 20,800 $ 83,300 $ 3,123,000 $ 10,809,468 $ 26, /21 $ 43,300 $ 606,500 $ 866,400 $ 27,100 $ 108,300 $ 306,387 $ 27, /22 $ 4,440, /23 $ 113, /24 $ 4,067,000 Total cost for 6 years $ 53,700 $ 606,500 $ 20,800 $ 83,300 $ 866,400 $ 140,600 $ 4,067,000 $ 108,300 $ 4,440,000 $ 100,000 $ 3,123,000 $ 15,459,223 $ 27,100 $ 26,000 Total NLTF share for 6 years $ 27,387 $ 309,315 $ 10,608 $ 42,483 $ 441,864 $ 71,706 $ 2,074,170 $ 55,233 $ 2,264,400 $ 51,000 $ 1,592,730 $ 7,884,204 $ 13,821 $ 13,260 Primary contribution to objectives Economic development Access and mobility Economic development 127

130 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Project name Organisation name Regional profile Phase type 2018/ / Intersection Capacity - Grey/Te Aroha Upgrade High Design $ 78, Intersection Capacity - Horsham Downs/Thomas Upgrade Medium Detailed Business Case $ 26, Intersection Capacity - Horsham Downs/Thomas Upgrade Medium Design $ 46, Intersection Capacity - Peachgrove/Clyde Upgrade Medium Detailed Business Case $ 31, Intersection Capacity - Peachgrove/Clyde Upgrade Medium Design $ 52, Intersection Capacity - Peachgrove/Clyde Upgrade Medium Construction 2018 Intersection Capacity - Pembroke/Ōhaupō Upgrade High Detailed Business Case $ 20, Intersection Capacity - Pembroke/Ōhaupō Upgrade High Design $ 20, Intersection Capacity - Pembroke/Selwyn Upgrade Medium Detailed Business Case $ 31, Intersection Capacity - Pembroke/Selwyn Upgrade Medium Design $ 52, Intersection Capacity - River/Fairfield Bridge Upgrade High Detailed Business Case $ 31, Intersection Capacity - River/Fairfield Bridge Upgrade High Design $ 31, Intersection Capacity - River/Fairfield Bridge Upgrade High Construction 2018 Intersection Capacity - Tristram Corridor Upgrade Medium Detailed Business Case $ 26, / /22 $ 111,000 $ 4,329, / /24 Total cost for 6 years $ 78,100 $ 26,000 $ 46,800 $ 31,200 $ 163,100 $ 4,329,000 $ 20,800 $ 20,800 $ 31,200 $ 52,100 $ 31,200 $ 31,200 $ 26,000 Total NLTF share for 6 years $ 39,831 $ 13,260 $ 23,868 $ 15,912 $ 83,181 $ 2,207,790 $ 10,608 $ 10,608 $ 15,912 $ 26,571 $ 15,912 $ 15,912 $ 13,260 Primary contribution to objectives Economic development Economic development Economic development Economic development Economic development Economic development Access and mobility Access and mobility Economic development Economic development Access and mobility Access and mobility Access and mobility Economic development 128

131 Project name 2018 Intersection Capacity - Tristram Corridor Upgrade 2018 Intersection Capacity - Tristram Corridor Upgrade 2018 Intersection - Anglesea/Bryce Upgrade 2018 Intersection - Anglesea/Bryce Upgrade 2018 Intersection - Anglesea/Bryce Upgrade 2018 Intersection - Grey/Beale Upgrade 2018 Intersection - Grey/Beale Upgrade 2018 Intersection - Grey/Beale Upgrade 2018 Intersection - Grey/Cook Upgrade 2018 Intersection - Grey/Cook Upgrade 2018 Intersection - Grey/Cook Upgrade 2018 Intersection - Grey/Wellington Upgrade 2018 Intersection - Grey/Wellington Upgrade 2018 Intersection - Grey/Wellington Upgrade Appendices Āpitihanga Organisation name Regional profile Medium Medium High High High High High High Medium Medium Medium Medium Medium Medium Phase type Design Construction Detailed Business Case Design Construction Detailed Business Case Design Construction Detailed Business Case Design Construction Detailed Business Case Design Construction 2018/19 $ 25,000 $ 25,000 $ 20,000 $ 10,000 $ 20,000 $ 20,000 $ 20,000 $ 20, /20 $ 78,100 $ 78,100 $ 1,483, /21 $ 97,500 $ 1,527, / /23 $ 113,500 $ 2,156,500 $ 113,500 $ 2,156, /24 $ 116,200 $ 5,693,800 Total cost for 6 years $ 194,300 $ 5,693,800 $ 25,000 $ 103,100 $ 1,483,400 $ 20,000 $ 107,500 $ 1,527,000 $ 20,000 $ 133,500 $ 2,156,500 $ 20,000 $ 133,500 $ 2,156,500 Total NLTF share for 6 years $ 99,093 $ 2,903,838 $ 12,750 $ 52,581 $ 756,534 $ 10,200 $ 54,825 $ 778,770 $ 10,200 $ 68,085 $ 1,099,815 $ 10,200 $ 68,085 $ 1,099,815 Primary contribution to objectives Economic development Economic development 129

132 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Project name Organisation name Regional profile Phase type 2018/ / Intersection - Lake/King Upgrade Medium Detailed Business Case 2018 Intersection - Lake/King Upgrade Medium Design 2018 Intersection - Lake/King Upgrade Medium Construction 2018 Intersection - Pembroke/Ruakiwi Upgrade Medium Detailed Business Case 2018 Intersection - Pembroke/Ruakiwi Upgrade Medium Design 2018 Intersection - Tristram/Rostrevor Upgrade Medium Detailed Business Case 2018 Intersection - Tristram/Rostrevor Upgrade Medium Design 2018 Intersection - Tristram/Rostrevor Upgrade Medium Construction 2018 Mass Transit - Corridor Priority High 1* Detailed Business Case $ 50, Mass Transit - Corridor Priority High 1* Design $ 150, Mass Transit - Corridor Priority High 1* Construction 2018 Mass Transit - Intersection Priority High Detailed Business Case $ 25, Mass Transit - Intersection Priority High Design $ 175,000 $ 104, Mass Transit - Intersection Priority High Construction $ 1,457, /21 $ 27,100 $ 27,100 $ 27,100 $ 108,300 $ 1,516,200 $ 108,300 $ 1,516, /22 $ 111,000 $ 2,664,000 $ 111,000 $ 444, /23 $ 28,400 $ 39,700 $ 56,800 $ 79,500 $ 28,400 $ 62,400 $ 113,500 $ 2,724,000 $ 113,500 $ 3,859, /24 $ 116,200 $ 3,369,800 $ 116,200 $ 4,531,800 $ 116,200 $ 5,984,300 $ 116,200 $ 1,626,800 Total cost for 6 years $ 55,500 $ 155,900 $ 3,369,800 $ 83,900 $ 79,500 $ 55,500 $ 178,600 $ 4,531,800 $ 50,000 $ 599,000 $ 12,888,500 $ 25,000 $ 728,100 $ 8,903,400 Total NLTF share for 6 years $ 28,305 $ 79,509 $ 1,718,598 $ 42,789 $ 40,545 $ 28,305 $ 91,086 $ 2,311,218 $ 25,500 $ 305,490 $ 6,573,135 $ 12,750 $ 371,331 $ 4,540,734 Primary contribution to objectives Economic development Economic development Economic development Economic development Economic development Economic development 130

133 Project name 2018 Southern Links Peacocke Arterials 2018 Southern Links Peacocke Arterials 2018 Southern Links Peacocke Arterials Peacocke Growth - Bader St/Peacocke Improvements Peacocke Growth - Bader St/Peacocke Improvements Peacocke Growth - Ōhaupō Rd Urban Upgrade Peacocke Growth - Ōhaupō Rd Urban Upgrade Peacocke Growth - Peacocke Rd Urban Upgrade Peacocke Growth - Peacocke Rd Urban Upgrade Peacocke Growth - Peacocke Rd Urban Upgrade Peacocke Growth - Peacocke Rd Urban Upgrade Rotokauri Growth - Arterials designation 2018 Rotokauri Rail Platform Appendices Āpitihanga Organisation name Regional profile Very High Very High Very High Very High 10+ Very High 10+ Very High 10+ Very High 10+ Very High 10+ Very High 10+ Very High 10+ Very High 10+ Very High 10+ Very High 10+ Phase type Property Property Design Construction Detailed Business Case Pre-implementation* Pre-implementation* Design Construction Property Pre-implementation* Construction 2018/19 $ 3,491,280 $ 8,996,000 $ 6,546,590 $ 60,000 $ 1,345,000 $ 2,350,600 $ 750, /20 $ 19,214,710 $ 9,449,370 $ 9,190,380 $ 864, /21 $ 2,210,390 $18,060,060 $ 58,500 $ 54, /22 $ 4,394,080 $48,509,670 $ 367,400 $ 1,387, /23 $ 58,421,660 $ 113,500 $ 437,000 $ 748, /24 $ 3,097,000 $ 7,596,860 $ 657,000 $ 3,014,000 Total cost for 6 years $ 22,705,990 $ 28,146,840 $148,325,220 $ 60,000 $ 2,267,500 $ 113,500 $ 657,000 $ 421,600 $ 437,000 $ 3,014,000 $ 748,000 $ 2,350,600 $ 2,137,500 Total NLTF share for 6 years $ 11,580,055 $ 14,354,888 $ 75,645,862 $ 30,600 $ 1,156,425 $ 57,885 $ 335,070 $ 215,016 $ 222,870 $ 1,537,140 $ 381,480 $ 1,198,806 $ 1,090,125 Primary contribution to objectives Economic development Economic development Economic development Economic development Economic development Economic development Economic development Economic development Economic development Economic development Economic development Economic development Economic development 131

134 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Project name Organisation name Regional profile Phase type 2018/ / Rototuna Growth - Borman Rd East/Horsham Downs Very High 10+ Design $ 1,143,000 $ 533, Rototuna Growth - Borman Rd East/Horsham Downs Very High 10+ Construction Rototuna Growth - Borman Rd East/Horsham Downs Very High 10+ Property $ 1,519, Rototuna Growth - Borman Rd East/Horsham Downs Very High 10+ Pre-implementation* $ 50, Rototuna Growth - Gordonton Rd Intersections Very High 10+ Pre-implementation* $ 85, Rototuna Growth - Gordonton Rd Intersections Very High 10+ Design $ 936, Rototuna Growth - Gordonton Rd Intersections Very High 10+ Construction $ 4,400, Rototuna Growth - Gordonton Rd Intersections Very High 10+ Property $ 1,200,000 $ 1,561, Ruakura Road Urban Upgrade Very High 10+ Pre-implementation* $ 375, Ruakura Road Urban Upgrade Very High 10+ Design $ 452, Ruakura Road Urban Upgrade Very High 10+ Construction Ruakura Spine Road - Fifth Ave to Ruakura Rd Very High 10+ Pre-implementation* Southern Links designation - Monitoring Very High Pre-implementation* $ 2,250,000 $ 2,082, /21 $ 4,551,300 $ 3,790,500 $ 541,500 $ 5,003,500 $ 270, /22 $ 4,664,800 $ 1,100,000 $ 66,600 $ 277, /23 $ 204,300 $ 56,800 $ 283, /24 $ 581,000 $ 290,500 Total cost for 6 years $ 1,676,000 $ 9,420,400 $ 1,519,900 $ 50,000 $ 85,000 $ 936,900 $ 9,290,500 $ 3,303,000 $ 375,000 $ 452,800 $ 5,070,100 $ 637,800 $ 5,454,600 Total NLTF share for 6 years $ 854,760 $ 4,804,404 $ 775,149 $ 25,500 $ 43,350 $ 477,819 $ 4,738,155 $ 1,684,530 $ 191,250 $ 230,928 $ 2,585,751 $ 325,278 $ 2,781,846 Primary contribution to objectives Economic development Economic development Economic development Economic development Economic development Economic development Economic development Economic development Economic development 132

135 Project name Low cost / low risk improvements Low cost / low risk improvements Low cost / low risk improvements Low cost / low risk improvements Low cost / low risk improvements Low cost / low risk improvements Low cost / low risk improvements Low cost / low risk improvements Annebrook Link Road - Tamahere Buckland Road Upgrade Geraghtys Road Bridge Replacement HIF Scott Road Urbanisation Harrisville Road Bridge 3199 Replacement Harrisville Road Bridge 8230 Replacement Appendices Āpitihanga Organisation name Hauraki District Matamata-Piako District Ōtorohanga District South Waikato District Taupō District Taupō District Thames-Coromandel District Waikato District Waikato District Waikato District Waikato District Waikato District Waikato District Regional profile High Low - to be developed High Medium Very High High High Phase type Local Roads Local Roads Local Roads Local Roads Local Roads Local Roads SPR Local Roads Construction Detailed Business Case Detailed Business Case Pre-implementation* 2018/19 $ 5,880,300 $ 792,000 $ 850,000 $ 1,865,296 $ 650,000 $ 1,978,000 $ 350,000 $ 1,694,000 $ 474,130 $ 150,000 $ 2,000, /20 $ 5,696,700 $ 827,000 $ 850,000 $ 1,968,631 $ 680,000 $ 1,519,000 $ 350,000 $ 3,126,000 $ 100,000 $ 100,000 $ 2,000, /21 $ 6,241,300 $ 872,000 $ 850,000 $ 1,440,805 $ 500,000 $ 1,107,000 $ 1,282,000 $ 100,000 $ 1,500,000 $ 300, /22 $ 1,000, / /24 Total cost for 6 years $ 17,818,300 $ 2,491,000 $ 2,550,000 $ 5,274,732 $ 1,830,000 $ 4,604,000 $ 700,000 $ 6,102,000 $ 474,130 $ 200,000 $ 1,600,000 $ 1,300,000 $ 2,150,000 $ 2,000,000 Total NLTF share for 6 years $ 9,087,333 $ 1,494,600 $ 1,300,500 $ 3,059,345 $ 1,134,600 $ 2,348,040 $ 357,000 $ 3,112,020 $ 246,548 $ 104,000 $ 832,000 $ 676,000 $ 1,118,000 $ 1,040,000 Primary contribution to objectives General General General General General General General General Resilience Economic development Economic development Economic development Economic development Economic development 133

136 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Project name Organisation name Regional profile Phase type 2018/ /20 Horsham Downs Link Road Waikato District High 1* Construction $ 614,000 Huntly Central Interchange Local Road Connections Waikato District High Pre-implementation* $ 400,000 $ 800,000 Low cost / low risk improvements Waikato District Local Roads $ 5,971,700 $ 6,243,200 Munro Road Upgrade Waikato District High $ 150,000 North Waikato Upgrades to Local Infrastructure Waikato District High $ 800,000 $ 800,000 Pokeno & Whangarata Roads Upgrade Waikato District High Detailed Business Case $ 150,000 Saulbrey Road/Great South Road Roundabout Waikato District Medium $ 300,000 $ 2,450,000 Te Kauwhata Road Upgrade (HIF) Waikato District High Pre-implementation* $ 30,000 Travers Road/Wayside Upgrade - Te Kauwhata Waikato District High $ 350,000 $ 1,500,000 Cambridge Bypass Old State Highway Intersection Improvements Waipā District Medium Low - to be developed Construction $ 3,450,000 Low cost / low risk improvements Waipā District Local Roads $ 2,750,000 $ 2,430,000 Low cost / low risk improvements Waitomo District Local Roads $ 650,000 $ 650,000 Totals $ 70,515,264 $ 95,957, /21 $ 2,000,000 $ 6,450,000 $ 1,500,000 $ 900,000 $ 150,000 $ 1,650,000 $ 4,028,000 $ 650,000 $ 73,128, /22 $ 73,977, /23 $ 1,200,000 $ 73,223, /24 $41,090,860 Total cost for 6 years $ 614,000 $ 3,200,000 $ 18,664,900 $ 1,650,000 $ 2,500,000 $ 300,000 $ 2,750,000 $ 1,230,000 $ 3,500,000 $ 3,450,000 $ 9,208,000 $ 1,950,000 $427,893,335 Total NLTF share for 6 years $ 319,280 $ 1,664,000 $ 9,705,748 $ 858,000 $ 1,300,000 $ 156,000 $ 1,430,000 $ 639,600 $ 1,820,000 $ 1,759,500 $ 4,696,080 $ 1,384,500 $219,880,652 Primary contribution to objectives Resilience Economic development General Economic development Economic development Economic development Economic development Economic development Other General General 134

137 Table 10: Investment management - new activities Project name Organisation name Regional profile Hamilton Traffic Model Very High Activity Management Planning Very High HDC Asset Management Plan Hauraki District High Asset Management Planning Matamata-Piako District High AMP development for NLTP Ōtorohanga District Medium Activity Management Plan Waikato District High North Waikato Integrated Growth Management PBC Waikato Highway and Network Operations High Accelerated Regional Speed Management DBC Waikato Regional High Hamilton Mass Transit Plan PBC Waikato Regional High Regional Land Transport Planning Management Waikato Regional High Regional Public Transport Plan 2021 Waikato Regional High Stocktake of Community Transport Services PBC Waikato Regional High Appendices Āpitihanga Phase type Programme business case Programme business case Programme business case Programme business case Programme business case Programme business case Programme business case Detailed Business Case Programme business case Programme Business Case Programme business case Programme business case 2018/19 $ 50,000 $ 122,400 $ 35,000 $ 60,000 $ 31,835 $ 46,170 $ 133,000 $ 250,000 $ 595,000 $ 60, /20 $ 520,500 $ 145,900 $ 37,667 $ 60,000 $ 83,040 $ 10,877 $ 67,000 $ 250,000 $ 595,000 $ 160, /21 $ 1,624,500 $ 133,200 $ 33,222 $ 60,000 $ 20,138 $ 78,195 $ 595,000 $ 200, /22 $ 92,500 $ 35,296 $ 60,000 $ 595, /23 $ 117,000 $ 35,395 $ 60,000 $ 69,396 $ 595, /24 $ 290,500 $ 102,600 $ 34,638 $ 60,000 $ 21,940 $ 595,000 Total cost for 6 years $ 2,485,500 $ 713,600 $ 211,218 $ 360,000 $ 194,514 $ 120,907 $ 46,170 $ 200,000 $ 500,000 $ 3,570,000 $ 360,000 $ 60,000 Total NLTF share for 6 years $ 1,267,605 $ 363,936 $ 126,731 $ 183,600 $ 112,818 $ 62,872 $ 46,170 $ 102,000 $ 255,000 $ 1,820,700 $ 183,600 $ 30,600 Primary contribution to objectives Economic development General General General General General Economic development Economic development Other Economic development Economic development 135

138 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Project name Organisation name Regional profile Phase type 2018/ / /21 Waikato Region Electric Vehicle Network PBC Waikato Regional Medium Programme business case $ 45,000 $ 45,000 Waikato Regional Transport Model PBC Waikato Regional Medium Programme business case $ 250,000 $ 250,000 $ 250,000 Waikato Regional Transport Resilience PBC Waikato Regional High Programme business case $ 50,000 $ 50,000 Totals $ 1,683,405 $ 2,274,984 $ 3,039,255 Table 11: Walking and cycling - new activities Project name Organisation name Regional profile Phase type 2018/ / / Biking Plan - Central City High 1* Detailed Business Case $ 50, Biking Plan - Central City High 1* Design $ 50, Biking Plan - Central City High 1* Construction 2018 Biking Plan - Connectivity Projects High 1* Design $ 100,000 $ 104,100 $ 108, Biking Plan - Connectivity Projects High 1* Construction $ 900,000 $ 1,977,900 $ 2,057, Biking Plan - Cycle Facilities High 1* Construction $ 27, Biking Plan - Cycle Facilities High 1* Construction $ 300, /22 $ 782, /22 $ 111,000 $ 3,219, / /24 $ 876,791 $ 1,104, / /24 $ 113,500 $ 3,291,500 Total cost for 6 years $ 90,000 $ 750,000 $ 100,000 $ 9,761,909 Total cost for 6 years $ 50,000 $ 50,000 $ 536,900 $ 11,446,100 $ 27,100 $ 300,000 Total NLTF share for 6 years $ 45,900 $ 382,500 $ 51,000 $ 5,035,032 Total NLTF share for 6 years $ 25,500 $ 25,500 $ 273,819 $ 5,837,511 $ 13,821 $ 153,000 Primary contribution to objectives Access and mobility Economic development Resilience Primary contribution to objectives Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility 136

139 Project name Organisation name 2018 Biking Plan - Minogue Park Bridge 2018 Biking Plan - Minogue Park Bridge 2018 Biking Plan - Minogue Park Bridge 2018 Biking Plan - School Link Cycleway & PT 2018 Biking Plan - School Link Cycleway & PT 2018 Biking Plan - School Link Cycleway & PT 2018 Biking Plan - Te Awa South (Hamilton to Cambridge) 2019 Biking Plan - Te Awa South (Hamilton to Cambridge) 2020 Biking Plan - Te Awa South (Hamilton to Cambridge) 2018 Biking Plan - University Route Appendices Āpitihanga Regional profile High 1* High 1* High 1* High 1* High 1* High 1* High 1* High 1* High 1* High 1* Phase type Detailed Business Case Design Construction Detailed Business Case Design Construction Detailed Business Case Design Construction Detailed Business Case 2018/19 $ 50,000 $ 200,000 $ 1,750,000 $ 50, /20 $ 208,200 $ 6,037,800 $ 26,000 $ 182,200 $ 3,955, /21 $ 27,100 $ 216,600 $ 6,281, /22 $ 222,000 $ 6,438, / /24 Total cost for 6 years $ 27,100 $ 50,000 $ 846,800 $ 20,507,200 $ 26,000 $ 182,200 $ 3,955,800 $ 50,000 Total NLTF share for 6 years $ 13,821 $ 25,500 $ 431,868 $ 10,458,672 $ 13,260 $ 92,922 $ 2,017,458 $ 25,500 Primary contribution to objectives Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility 137

140 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Project name Organisation name Regional profile Phase type 2018/ / / Biking Plan - University Route High 1* Design $ 100, Biking Plan - University Route High 1* Construction HIF Walking and Cycling Planning Te Kauwhata Waikato District High No rating Detailed Business Case $ 75,000 $ 75,000 $ 100,000 Hamilton -Tamahere - Cambridge Walking and Cycling Connection Waikato District Medium Medium $ 1,000,000 $ 1,000,000 $ 1,200,000 Hamilton Urban Improvements - Suburban cycle routes Waikato Highway and Network Operations High Detailed Business Case $ 158,517 Hamilton Urban Improvements - Suburban cycle routes Waikato Highway and Network Operations High Pre-implementation* $ 634,068 Hamilton Urban Improvements - Suburban cycle routes Waikato Highway and Network Operations High $ 2,176,967 $ 2,242,276 SH1 Cobham Drive Pedestrian Facility Waikato Highway and Network Operations High Construction $ 468 SH1 Hamilton to Cambridge Cycle Connection Waikato Highway and Network Operations High Detailed Business Case $ 211, / / /24 Total cost for 6 years $ 100,000 $ 250,000 $ 3,200,000 $ 158,517 $ 634,068 $ 4,419,243 $ 468 $ 211,356 Total NLTF share for 6 years $ 51,000 $ 130,000 $ 1,664,000 $ 158,517 $ 634,068 $ 4,419,243 $ 468 $ 211,356 Primary contribution to objectives Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility 138

141 Project name Organisation name Regional profile Phase type 2018/ / / / / /24 SH1 Hamilton to Cambridge Cycle Connection Waikato Highway and Network Operations High Pre-implementation* $ 267,273 SH1 Hamilton to Cambridge Cycle Connection Waikato Highway and Network Operations High $ 3,591,000 $ 4,011,660 $ 205,200 Totals $ 9,487,682 $ 19,755,627 $ 12,465,676 $ 9,990,000 $ 3,405,000 Table 12: Road safety promotion and demand management - new activities Project name Organisation name Regional profile Phase type 2018/ / / / / /24 Road Promotion High High $ 589,600 $ 602,500 $ 615,800 $ 629,300 $ 643,800 $ 658,600 Road Promotion Ōtorohanga District High Medium $ 194,415 $ 198,304 $ 202,659 $ 207,130 $ 211,893 $ 216,968 Road Promotion South Waikato District High High $ 87,485 $ 87,485 $ 87,485 $ 87,485 $ 87,485 $ 87,485 Road Promotion Taupō District High Low $ 150,250 $ 150,250 $ 150,250 $ 150,250 $ 150,250 $ 150,250 Road Promotion Taupō District Medium Low $ 79,750 $ 79,750 $ 79,750 $ 79,750 $ 79,750 $ 79,750 Road Promotion Thames-Coromandel District High High $ 192,336 $ 192,336 $ 192,336 $ 200,000 $ 200,000 $ 200,000 Appendices Āpitihanga Total cost for 6 years $ 267,273 $ 7,807,860 $ 55,103,985 Total cost for 6 years $ 3,739,600 $ 1,231,369 $ 524,910 $ 901,500 $ 478,500 $ 1,177,008 Total NLTF share for 6 years $ 267,273 $ 7,807,860 $ 34,751,937 Total NLTF share for 6 years $ 1,907,196 $ 714,194 $ 325,444 $ 459,765 $ 244,035 $ 600,274 Primary contribution to objectives Access and mobility Access and mobility Primary contribution to objectives 139

142 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Project name Organisation name Regional profile Phase type 2018/ / /21 Road Promotion Waikato District High High $ 320,000 $ 320,000 $ 320,000 Road Promotion Waikato Highway and Network Operations TBC $ 123,120 $ 123,120 $ 123,120 Road Promotion Waikato Regional High High $ 1,175,000 $ 1,200,000 $ 1,200,000 Road Promotion Waipā District High High $ 149,303 $ 149,303 $ 149,303 Road Promotion Waitomo District High Medium $ 65,000 $ 65,000 $ 65,000 Totals $ 3,126,259 $ 3,168,048 $ 3,185,703 Table 13: Public transport infrastructure Project name Organisation name Regional profile Phase type 2018/ / / Mass Transit - Interchanges High Construction 2019 Mass Transit - Interchanges High Detailed Business Case $ 25, Mass Transit - Interchanges High Design $ 175, Mass Transit - High Property $ 27, /22 $ 331,200 $ 123,120 $ 1,200,000 $ 154,000 $ 65,000 $ 3,227, / /23 $ 342,792 $ 123,120 $ 1,200,000 $ 154,000 $ 65,000 $ 3,258, /23 $ 113, /24 $ 354,790 $ 123,120 $ 1,200,000 $ 154,000 $ 65,000 $ 3,289, /24 $ 2,207,800 $ 116,200 Total cost for 6 years $ 1,988,782 $ 738,720 $ 7,175,000 $ 909,909 $ 390,000 $ 19,255,298 Total cost for 6 years $ 2,207,800 $ 25,000 $ 404,700 $ 27,100 Total NLTF share for 6 years $ 1,034,167 $ 738,720 $ 3,659,250 $ 464,054 $ 276,900 $ 10,423,999 Total NLTF share for 6 years $ 1,125,978 $ 12,750 $ 206,397 $ 13,821 Primary contribution to objectives Primary contribution to objectives Access and mobility Access and mobility Access and mobility Access and mobility 140

143 Project name Organisation name Peacocke Park and Ride 2018 Mass Transit - Peacocke Park and Ride 2018 Mass Transit - Rotokauri Interchange 2018 Mass Transit - Rotokauri Interchange 2018 Transport Centre Rejuvenation 2018 Transport Centre Rejuvenation 2018 Transport Centre Rejuvenation 2018 Transport Centre Rejuvenation Hamilton Urban Improvements - Bus priority hotspots Waikato Highway and Network Operations Appendices Āpitihanga Regional profile High High High High High High High High Phase type Construction Property Construction Construction Detailed Business Case Design Construction Totals 2018/19 $ 6,150,000 $ 800,000 $ 30,000 $ 7,180, /20 $ 520,500 $ 120,000 $ 5,413,200 $ 6,053, /21 $ 27,100 $ 3,249,000 $ 135,300 $ 3,438, /22 $ 2,383,829 $ 2,383, /23 $ 2,314,853 $ 2,428, /24 $ 2,366,575 $ 4,690,575 Total cost for 6 years $ 27,100 $ 6,150,000 $ 3,769,500 $ 800,000 $ 30,000 $ 255,300 $ 5,413,200 $ 7,065,257 $ 26,174,957 Total NLTF share for 6 years $ 13,821 $ 3,136,500 $ 1,922,445 $ 408,000 $ 15,300 $ 130,203 $ 2,760,732 $ 7,065,257 $ 16,811,204 Primary contribution to objectives Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility 141

144 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Table 14: Public transport services Project name Organisation name Regional profile Phase type 2018/ / /21 Hamilton to Auckland Start Up Rail Service Waikato Regional Operations TBC TBC TBC Low cost / low risk public transport improvements Waikato Regional Operations $ 789,216 $ 1,114,216 $ 1,139,216 Bus services Waikato Regional Medium Medium Operations $ 15,163,210 $ 15,580,199 $ 16,008,654 Public transport facilities operations and maintenance Waikato Regional Medium Medium Operations $ 553,544 $ 553,544 $ 553,544 Total mobility operations Waikato Regional Medium Medium Operations $ 650,000 $ 650,000 $ 650,000 Wheelchair hoists Waikato Regional Medium Medium Operations $ 20,000 $ 20,000 $ 20,000 Total mobility wheelchair hoist use payments Waikato Regional Medium Medium Operations $ 80,000 $ 80,000 $ 80,000 Public transport information supply, operations and maintenance Waikato Regional Medium Medium Operations $ 1,482,411 $ 1,482,411 $ 1,482,411 Totals $ 18,738,381 $ 19,480,370 $ 19,933, /22 $ 16,488,892 $ 553,544 $ 650,000 $ 20,000 $ 80,000 $ 1,482,411 $ 19,274, /23 $ 16,901,237 $ 553,544 $ 650,000 $ 20,000 $ 80,000 $ 1,482,411 $ 19,687, /24 $ 17,366,021 $ 553,544 $ 650,000 $ 20,000 $ 80,000 $ 1,482,411 $ 20,151,976 Total cost for 6 years TBC $ 3,042,648 $ 97,508,213 $ 3,321,264 $ 3,900,000 $ 120,000 $ 480,000 $ 8,894,466 $ 117,266,591 Total NLTF share for 6 years TBC $ 1,551,750 $ 49,729,189 $ 1,693,845 $ 1,989,000 $ 61,200 $ 244,800 $ 4,536,178 $ 59,805,961 Primary contribution to objectives Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility Access and mobility 142

145 Table 15: Transitional rail* Project name Organisation name Regional profile Phase type Totals *Provisional activity class to allow for future activities. Table 16: Rapid transit* Project name Organisation name Regional profile Phase type Totals *Provisional activity class table to allow for future activities. Appendices Āpitihanga 2018/ / / / / / / / / / / /24 Total cost for 6 years Total cost for 6 years Total NLTF share for 6 years Total NLTF share for 6 years Primary contribution to objectives Primary contribution to objectives 143

146 Appendix 9 - Significant transport activities table Package priority number Project Name Organisation name Phases Summary reasoning 1 SH1 (Cambridge to Piarere) Long Term Improvements Waikato Highway and Network Operations Property, Pre-implementation Deemed to be part of delivering the Waikato Expressway package 1 SH29 Piarere to Te Poi Waikato Highway and Network Operations Pre-implementation Deemed to be part of delivering the Waikato Expressway package and significant inter-regional corridor 1 SH29 Te Poi to Kaimai Summit Waikato Highway and Network Operations Property, Detailed Business Case, Pre-implementation, Deemed to be part of delivering the Waikato Expressway package and significant interregional corridor 1 SH1N/SH29 Intersection Improvement Waikato Highway and Network Operations Detailed Business Case, Pre-implementation, Deemed to be part of delivering the Waikato Expressway package and significant interregional corridor 2 Hamilton Southern Links Waikato Highway and Network Operations Design, Construction Part of Hamilton Growth package Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Southern Links Peacocke Arterials Peacocke Growth - Ōhaupō Rd Urban Upgrade Peacocke Growth - Peacocke Rd Urban Upgrade 2018 Hamilton Ring Road - Wairere/Cobham Interchange Rotokauri Growth - Arterials designation Rototuna Growth - Borman Rd East/Horsham Downs Rototuna Growth - Gordonton Rd Intersections Ruakura Road Urban Upgrade Ruakura Spine Road - Fifth Ave to Ruakura Rd Active Road User corridor Programme - Hamilton Safer Corridor SH2 Pokeno (SH1) to Paeroa Safe System Transformation Waikato Highway and Network Operations Waikato Highway and Network Operations Property, Detailed Business Case, Design, Property, Pre-implementation, Construction Detailed Business Case, Design, Property, Pre-implementation, Construction Construction Pre-implementation Design, Property, Construction Property, Design, Pre-implementation, Construction Design, Pre-implementation, Construction Design, Pre-implementation, Construction Detailed Business Case, Pre-implementation, Detailed Business Case, Pre-implementation, Part of Hamilton Growth package Part of Hamilton Growth package Part of Hamilton Growth package Part of Hamilton Growth package Ranking based on quantitative assessment Ranking based on quantitative assessment Ranking based on quantitative assessment Ranking based on quantitative assessment Ranking based on quantitative assessment Ranking based on quantitative assessment Ranking based on quantitative assessment 144

147 Package priority number Project Name Organisation name Phases Summary reasoning 10 SH23 Hamilton to Raglan Safer Corridor Waikato Highway and Network Operations Detailed Business Case, Pre-implementation, Ranking based on quantitative assessment 11 SH25 Mangatarata (SH2) to Thames Safe System Transformation Waikato Highway and Network Operations Detailed Business Case, Pre-implementation, Ranking based on quantitative assessment 12 SH25 Mangatarata (SH2) to Thames Safer Corridor Waikato Highway and Network Operations Detailed Business Case, Pre-implementation, Ranking based on quantitative assessment 13 SH25 Tairua to Whitianga Safer Corridor Waikato Highway and Network Operations Detailed Business Case, Pre-implementation, Ranking based on quantitative assessment 14 SH25 Coromandel Integrated Improvements Waikato Highway and Network Operations Detailed Business Case, Pre-implementation, Ranking based on quantitative assessment 15 SH5 Tirau to Rotorua Safer Corridor Waikato Highway and Network Operations Detailed Business Case, Pre-implementation, Ranking based on quantitative assessment Mass Transit - Corridor Priority Detailed Business Case, Design, Construction Ranking based on quantitative assessment 17 SH30 Kōpaki Bridge Replacement Waikato Highway and Network Operations Detailed Business Case, Pre-implementation, Ranking based on quantitative assessment 18 Weigh Right Taupō Waikato Highway and Network Operations Property, Ranking based on quantitative assessment Biking Plan - Connectivity Projects Construction Ranking based on quantitative assessment Biking Plan - School Link Cycleway & PT Detailed Business Case, Design, Construction Ranking based on quantitative assessment 21 SH1 Hamilton to Cambridge Cycle Connection Waikato Highway and Network Operations Detailed Business Case, Pre-implementation, Packaged activity supporting Hamilton Growth and Access Hamilton 22 SH26 Onetai Stream Bridge Replacement Waikato Highway and Network Operations Detailed Business Case, Property, Pre-implementation, Ranking based on quantitative assessment Biking Plan - University Route Detailed Business Case, Design, Construction Reduced profile to reflect lower priority SH1 activity. 24 WAI ITS Improvement Programme Waikato Highway and Network Operations Ranking based on quantitative assessment SH1 Piarere to Taupō ST Improvements SH1 SH1 Taupō to Waiouru Management and Resilience Waikato Highway and Network Operations Waikato Highway and Network Operations Pre-implementation,, Pre-implementation, Packaged with other SH1 improvements delivering benefits and SH1 contribution to strategic corridor objectives Packaged with other SH1 improvements delivering benefits and SH1 contribution to strategic corridor objectives Appendices Āpitihanga 145

148 Package priority number Project Name Organisation name Phases Summary reasoning 27 SH2 Paeroa to Waihi Safe System Transformation Waikato Highway and Network Operations Detailed Business Case, Pre-implementation, Priority lifted to reflect high road safety importance and delivery through road safety package 28 SH24 and SH28 Matamata to Putaruru Safer Corridor Waikato Highway and Network Operations Detailed Business Case, Pre-implementation, Priority lifted to reflect high road safety importance and delivery through road safety package 29 SH39 and SH31 Waikato Expressway to Ōtorohanga Safer Corridor Waikato Highway and Network Operations Detailed Business Case, Pre-implementation, Priority lifted to reflect high road safety importance and delivery through road safety package 30 SH26 Hamilton to Morrinsville Safer Corridor Waikato Highway and Network Operations Detailed Business Case, Pre-implementation, Ranking based on quantitative assessment 31 SH27 Kaihere Safer Corridor Waikato Highway and Network Operations Detailed Business Case, Pre-implementation, Ranking based on quantitative assessment 32 SH27 South of Matamata Safer Corridor Waikato Highway and Network Operations Detailed Business Case, Pre-implementation, Ranking based on quantitative assessment 33 SH3 Te Awamutu to Te Kūiti Safer Corridor Waikato Highway and Network Operations Detailed Business Case, Pre-implementation, Ranking based on quantitative assessment Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Intersection Capacity - Grey/Te Aroha Upgrade 2018 Mass Transit - Intersection Priority 2018 Transport Centre Rejuvenation Hamilton to Auckland Start Up Rail Service 2018 Mass Transit - Rotokauri Interchange Hamilton Urban Improvements - Bus priority hotspots Hamilton Urban Improvements - South-East Hamilton WAI LED Replacement Programme SH27 Mangawhero Bridge SH26 Morrinsville to Kopu Safer Corridor Waikato Regional Waikato Highway and Network Operations Waikato Highway and Network Operations Waikato Highway and Network Operations Waikato Highway and Network Operations Waikato Highway and Network Operations Detailed Business Case, Design, Construction Detailed Business Case, Design, Construction Detailed Business Case, Design, Construction Operations Property, Construction Detailed Business Case, Pre-implementation, Detailed Business Case, Property, Pre-implementation, Property, Pre-implementation, Detailed Business Case, Pre-implementation, Ranking based on quantitative assessment Part of package delivering on Hamilton Growth through Mass transit activities Part of package delivering on Hamilton Growth through Mass transit activities Significant Inter-regional activity Part of package delivering on Hamilton Growth through Mass transit activities Part of package delivering on Hamilton Growth through Mass transit activities Ranking based on quantitative assessment Ranking based on quantitative assessment Ranking based on quantitative assessment Ranking based on quantitative assessment 146

149 Package priority number Project Name Organisation name Phases Summary reasoning 44 SH29/SH27 Intersection Improvement Waikato Highway and Network Operations Detailed Business Case, Pre-implementation, Ranking based on quantitative assessment 45 SH3 Hamilton to Te Awamutu and SH21 Safer Corridor Waikato Highway and Network Operations Pre-implementation,, Ranking based on quantitative assessment 46 SH3 Te Kūiti to New Plymouth Safer Corridor Waikato Highway and Network Operations Detailed Business Case, Pre-implementation, Ranking based on quantitative assessment 47 SH5 (Mihi to Wairakei), NSRRP Waikato Highway and Network Operations Pre-implementation,, Ranking based on quantitative assessment Mass Transit - Peacocke Park and Ride Property, Construction Ranking based on quantitative assessment 49 Hamilton Urban Improvements - Suburban cycle routes Waikato Highway and Network Operations Detailed Business Case, Property, Pre-implementation, Ranking based on quantitative assessment 50 SH5/SH28 Harwoods Intersection Improvement Waikato Highway and Network Operations Detailed Business Case, Pre-implementation, Ranking based on quantitative assessment Intersection Capacity - Tristram Corridor Upgrade Detailed Business Case, Design, Construction Ranking based on quantitative assessment 52 Cambridge Bypass Old State Highway Intersection Improvements Waipā District Construction Ranking based on quantitative assessment Intersection - Pembroke/Ruakiwi Upgrade Detailed Business Case, Design, Construction Ranking based on quantitative assessment 54 SH5 Rotorua to Wairakei Management Waikato Highway and Network Operations Detailed Business Case, Pre-implementation, Ranking based on quantitative assessment Appendices Āpitihanga 147

150 Appendix 10 - Letter from RTC to NZTA advocating for the inclusion of omitted transport activities File No: B Document No: June 2018 Parekawhia McLean Regional Relationship Director New Zealand Transport Agency PO Box 973 Waikato Mail Centre HAMILTON 3240 Dear Parekawhia Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Content of the NZ Transport Agency Waikato Transport Agency Investment Proposal The Regional Transport Committee would like to thank the NZ Transport Agency for providing the recently released Transport Agency Investment Proposal (TAIP) containing the proposed programme of activities to be funded from the National Land Transport Fund (NLTF). In particular, we would like to thank the staff of the Waikato regional office, notably, Anuradha Fitzwalter, Barry Dowsett and Megan Kettle for taking the time to work with Waikato Regional staff to understand the Waikato components of the TAIP and the likely impacts of changes to the 2018 Waikato Regional Land Transport Plan (RLTP). The Committee notes that through the TAIP, a number of additional activities with a safety focus have been introduced into the regional programme and the Committee would like to acknowledge support for these improvements. Following review of the overall investment proposal, the Hearings Committee for the Regional Land Transport Plan has assessed the programme and would seek amendments to the TAIP as it is currently proposed. There has been strong support received from a number of submissions to the RLTP to either retain activities proposed in the draft RLTP, or preserve the priority proposed for regionally significant activities. Three classes of activities have been identified for New Zealand Transport Agency s consideration: 1. Activities that are sought by the Waikato region to progress regional priorities but have been omitted from the investment proposal; 2. Activities that have been included in the TAIP but require enhancement of their profile to elevate the national priority of the activity in keeping with the region s views of significance, and; 3. Activities contained in the plan under the public transport activity class but seek transfer to the transitional rail activity class. 148

151 Activities omitted from the TAIP and inclusion sought in the development of the National Land Transport Programme (NLTP) are outlined in the table below: No. Activity Reason 1 SH1 Cambridge to Piarere Long Term Improvements - implementation 2 Waikato Expressway (WEX) Benefits Realisation This project is the Number 1 priority of the Waikato RLTP and delivers strongly on national outcomes. The implementation phase, which was in the previous State Highway Investment Programme, is missing from TAIP. This activity has been strongly supported through submissions received to the draft plan. The RTC acknowledges the proposed reevaluation of this activity in light of the new GPS but improvements to deal with demand, alongside safety, are important as this project supports the Upper North Island strategy of focussing inter-regional movements on the SH1 and 29 corridors rather than on SH2 and SH27. The RTC therefore strongly seeks inclusion of the implementation phase of this project. This activity optimises the implementation of the region s highest priority activity. The RTC acknowledges that timing of this may be delayed due to the current Auckland-Hamilton Corridor work but the activity should be included as a placeholder to meet the same outcomes as mentioned above. 3 SH3 resilience activities The RTC seeks inclusion of activities with a specific focus on resilience on the SH 3 corridor. These activities are strongly supported through policy contained in the RLTP and are of importance to both the Waikato and Taranaki regions. 4 High Productivity Motor Vehicle (HPMV) activities A range of activities to support regional networks and extend the operating area of HPMVs appear to be absent. These activities have been strongly supported by submissions received from the freight and primary sectors and their inclusion on TAIP is sought. 5 Hamilton urban improvements It is important to ensure that the Hamilton urban improvements are retained in TAIP to ensure ongoing viability of the Hamilton urban network. 6 SH25 Coromandel Long Term integrated improvements 7 Collaborative Network Management Systems Stage 1 The RTC supports retention of the longer term focus on the SH25 network and ensure that improvement projects undertaken in the period align with partner timelines. This activity is strongly supported through the resilience policies contained in the RLTP. This activity is also strongly supported by the Thames Coromandel community. This activity addresses management issues to enhance the level of service for users of the Hamilton network. This inclusion of this project in TAIP is strongly supported by regional approved organisations. Doc # Appendices Āpitihanga 149

152 No. Activity Reason 8 Regional Speed Management activity on State Highways The TAIP is currently missing activities to address speed management on state highway corridors across the region. These state highway activities are critical in ensuring that the Waikato region advances issues relating to speed management having been identified as one of the three regions to accelerate speed management for the country. 9 Auckland-Hamilton Corridor and North Waikato work. The RTC seeks the inclusion of appropriate activities in TAIP to support the current Auckland-Hamilton corridor work and implementation of the North Waikato Integrated Growth Management Programme Business Case (i.e. Master Planning - development of a North Waikato Spatial Plan and a programme business case to look at transport connections. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Activities included in the TAIP and request sought for profile amendments are outlined below: No. Activity Reason 1 Hamilton Southern Links activities The TAIP programme timing of this activity has including state highway been signalled to be retained as per the original improvement activities investment proposal. It is noted though that the national priority of this activity is low compared with other activities. It is requested that NZTA reconsider the national priority of this activity in light of the high priority the region has given the Southern Links project and elevate the national priority of this activity. Hamilton Southern Links is an activity that is strongly supported by a range of submissions to the plan. Through the Housing Infrastructure Fund, has secured funding to develop the Peacocke housing area. Critical to the success of this investment are the complementary activities of the Southern Links state highway components. The RTC requests clarification on inclusion of implementation phases as shown in TIO but not in TAIP. 2 Priority of SH29 Corridor This includes the Piarere to Te Poi and Te Poi to Kaimai Summit activities currently subject to reevaluation in the TAIP. Whilst the national priorities for these activities are currently considered low, it is requested that the priorities of these activities be lifted to reflect the contribution these activities make to the operation of the inter-regional transport network in the upper north island. 3 SH1 South (Piarere to Tokoroa, Tokoroa to Taupo and Taupo to Waiouru It is noted that there are now several improvements included in TAIP addressing the development of the SH1 corridor south of Piarere. It is requested that the activities are considered with equal priority on both lengths to address improvements along this corridor. Doc #

153 Activities contained in the Public Transport activity class but need to be shifted to Transitional Rail No. Activity Reason 1 Hamilton to Auckland Start Up Rail Service Currently, advice received from NZTA indicates that the activity class to cater for this activity is in the Public Transport category. It is considered that this activity is best suited to the Transitional Rail activity class. It is requested that consideration is given by NZTA to the reallocation of the activity between activity classes. The Regional Transport Committee recognises that a formal response from the Agency will not be available in time to affect the development of the Regional Land Transport Plan in advance of adoption by the Waikato Regional prior to submission of the RLTP by 30 June However, the Committee requests that any changes to the TAIP arising from consideration of these matters be reported back to a future meeting of the RTC. It is acknowledged that a number of the requested amendments contained in this letter may need to be handled by way of variation to the RLTP once it becomes operative. Waikato Regional staff are most happy to assist with any further clarification of the requested changes sought by this proposal. The Regional Transport Committee looks forward to receiving your response on these matters. Yours sincerely Cr Hugh Vercoe Chairman, Waikato Regional Transport Committee Doc # Appendices Āpitihanga 151

154

DRAFT 2018 Update to the Waikato Regional Land Transport Plan

DRAFT 2018 Update to the Waikato Regional Land Transport Plan DRAFT 2018 Update to the Waikato Regional Land Transport Plan 2015-2045 Chairman's foreword Waikato Regional 2018 update to the Waikato Regional Land Transport Plan 2015-2045 I am particularly pleased,

More information

Waikato Plan. A SUMMARY Building champion communities, together. August 2017

Waikato Plan. A SUMMARY Building champion communities, together. August 2017 Waikato Plan A SUMMARY Building champion communities, together August 2017 The mighty Waikato region is a place of powerful possibilities. Forged by a proud history and shared excitement about the future,

More information

$244 $45 OVERVIEW National Land Transport Programme Bay of Plenty BAY OF PLENTY REGIONAL SUMMARY

$244 $45 OVERVIEW National Land Transport Programme Bay of Plenty BAY OF PLENTY REGIONAL SUMMARY 2015 18 National Land Transport Programme Bay of Plenty BAY OF PLENTY REGIONAL SUMMARY OVERVIEW Transport investment in the Bay of Plenty is targeted to support significant residential growth, new industrial

More information

Hamilton City Council Transport Strategy

Hamilton City Council Transport Strategy Hamilton City Council Transport Strategy Where Does Access Hamilton Fit? Strategic Vision Deliver an affordable, integrated, safe, responsive and sustainable transport system. Support economic, social,

More information

Wellington $312 $49 $456 OVERVIEW WELLINGTON REGIONAL SUMMARY

Wellington $312 $49 $456 OVERVIEW WELLINGTON REGIONAL SUMMARY National Land Transport Programme 2015 18 Wellington WELLINGTON REGIONAL SUMMARY OVERVIEW The Wellington region is made up of a number of cities, urban areas and supporting rural hinterland. The city is

More information

REGIONAL TRANSPORT COMMITTEE

REGIONAL TRANSPORT COMMITTEE REGIONAL TRANSPORT COMMITTEE Report of the Regional Transport Committee of the Waikato Regional Council held in the Council Chamber, Waikato Regional Council Office, 401 Grey Street Hamilton East at 9.32

More information

North Waikato Integrated Growth Management

North Waikato Integrated Growth Management North Waikato Integrated Growth Management Programme Business Case Draft Revision C November 2017 Contents 1. Introduction... 10 1.1 Partners and key stakeholders... 11 2. Programme context... 12 2.1 Geographic

More information

$960 $1,175 $91 OVERVIEW National Land Transport Programme Auckland AUCKLAND REGIONAL SUMMARY

$960 $1,175 $91 OVERVIEW National Land Transport Programme Auckland AUCKLAND REGIONAL SUMMARY 2015 18 National Land Transport Programme Auckland AUCKLAND REGIONAL SUMMARY OVERVIEW Achieving an effective and efficient transport system is central to supporting Auckland s future. Auckland is home

More information

Transit s forecasts of expenditure in Waikato for the next 10 years are set out in Table WK1.

Transit s forecasts of expenditure in Waikato for the next 10 years are set out in Table WK1. WAIKATO STATE HIGHWAY PLAN EXECUTIVE SUMMARY Transit s forecasts of expenditure in Waikato for the next 10 years are set out in Table WK1. These forecasts of expenditure are based on a 10-year plan of

More information

WELLINGTON $422 MILLION $614 MILLION $83 MILLION 22% SPEND $1.9 BILLION

WELLINGTON $422 MILLION $614 MILLION $83 MILLION 22% SPEND $1.9 BILLION WELLINGTON WELLINGTON $1.9 BILLION FORECAST TOTAL WELLINGTON INVESTMENT The Wellington region s transport challenges are dominated by the region s concentration of population in the metropolitan cities,

More information

The Strategic Commercial and Procurement Manager

The Strategic Commercial and Procurement Manager Item 3 To: Procurement Sub Committee On: 8 June 2016 Report by: The Strategic Commercial and Procurement Manager Heading: Renfrewshire Council s Community Benefit Strategy 2016 1. Summary 1.1. The purpose

More information

HOW SAFE ARE OUR ROADS? Tracking the safety performance of New Zealand s state highway network

HOW SAFE ARE OUR ROADS? Tracking the safety performance of New Zealand s state highway network WAIKATO AND BAY OF PLENTY Regional results 0 What is KiwiRAP? KiwiRAP analyses the road safety ratings of New Zealand s (0+km/h) rural state highway network. KiwiRAP is part of an international family

More information

NATIONAL AIRSPACE POLICY OF NEW ZEALAND

NATIONAL AIRSPACE POLICY OF NEW ZEALAND NATIONAL AIRSPACE POLICY OF NEW ZEALAND APRIL 2012 FOREWORD TO NATIONAL AIRSPACE POLICY STATEMENT When the government issued Connecting New Zealand, its policy direction for transport in August 2011, one

More information

Regional Transport Committee OPEN MINUTES

Regional Transport Committee OPEN MINUTES Regional Transport Committee OPEN MINUTES Minutes of a meeting of the Regional Transport Committee held in Council Chambers, Waikato Regional Council, 401 Grey Street, Hamilton East on 11 June 2018 at

More information

CHRISTCHURCH MOTORWAYS. Project Summary Statement February 2010

CHRISTCHURCH MOTORWAYS. Project Summary Statement February 2010 CHRISTCHURCH MOTORWAYS Project Summary Statement February 2010 Table of Contents 1. Purpose of Document 2. Strategic Context 3. Benefits 4. Project Scope and Economics 5. Implementation Plan 1 ROADS OF

More information

Tourism Development Framework for Scotland. Executive Summary- Development Framework to 2020 for the Visitor Economy (Refresh 2016)

Tourism Development Framework for Scotland. Executive Summary- Development Framework to 2020 for the Visitor Economy (Refresh 2016) Tourism Development Framework for Scotland Executive Summary- Development Framework to 2020 for the Visitor Economy (Refresh 2016) Introduction The Tourism Development Framework for Scotland refresh 2016:

More information

ROTORUA INTEGRATED NETWORK STRATEGY

ROTORUA INTEGRATED NETWORK STRATEGY ROTORUA INTEGRATED NETWORK STRATEGY 2012-2042 May 2013 This photo provided by RDC Cover photos provided by RDC and BOPRC Contents Context Issues for the Strategy to Address Outcomes and Interventions Implementation

More information

The Government s Aviation Strategy Transport for the North (TfN) response

The Government s Aviation Strategy Transport for the North (TfN) response The Government s Aviation Strategy Transport for the North (TfN) response Transport for the North Background Good transport links are a crucial part of a strong economy supporting labour markets and delivering

More information

AUCKLAND $1.2 BILLION $1.9 BILLION $149 MILLION 15% SPEND $5.7 BILLION

AUCKLAND $1.2 BILLION $1.9 BILLION $149 MILLION 15% SPEND $5.7 BILLION AUCKLAND AUCKLAND $5.7 BILLION FORECAST TOTAL AUCKLAND INVESTMENT The next 10 years are expected to underline Auckland s performance as the fastest growing major city in Australasia. The city is expected

More information

The Sunshine Coast is part of the global community and generates wealth through export, high-value industries and new investment.

The Sunshine Coast is part of the global community and generates wealth through export, high-value industries and new investment. 3.2 Strategic intent 3.2.1 Shaping growth an overview In 2031, the Sunshine Coast is renowned for its vibrant economy, ecological values, unique character and strong sense of community. It is Australia

More information

Waikato Regional Economic Development Strategy

Waikato Regional Economic Development Strategy Waikato Regional Economic Development Strategy 1 TO FROM Economic Development Committee Ben Dunbar-Smith - Economic Development Programme Manager DATE 6 April 2016 SUBJECT Waikato Regional Economic Development

More information

Strategic Transport Forum

Strategic Transport Forum Strategic Transport Forum Friday 16 th March 2018 www.englandseconomicheartland.com Item 3: Innovation www.englandseconomicheartland.com Innovation work stream - EEH 1. Policy modelling 2. MaaS 3. EEH

More information

30 th January Local Government s critical role in driving the tourism economy. January 2016 de Waal

30 th January Local Government s critical role in driving the tourism economy. January 2016 de Waal 30 th January 2016 Local Government s critical role in driving the tourism economy January 2016 de Waal Contents Local Government can make or break tourism in their jurisdiction... 3 TNQ Tourism Vision...

More information

Notice of Meeting: I hereby give notice that an ordinary Meeting of the Regional Transport Committee will be held on:

Notice of Meeting: I hereby give notice that an ordinary Meeting of the Regional Transport Committee will be held on: 1 Notice of Meeting: I hereby give notice that an ordinary Meeting of the Regional Transport Committee will be held on: Date: 11 June 2018 Time: 9.30am Meeting Room: Council Chamber Venue: Waikato Regional

More information

Policy Transport. Policy highlights. Our plan

Policy Transport. Policy highlights. Our plan Policy 2017 Our plan Policy highlights National is committed to building the world-class infrastructure to ensure New Zealand continues to grow. Record investment in transport Delivering the Roads of National

More information

PERTH AND KINROSS COUNCIL. Housing and Health Committee. 25 May Perth and Kinross Local Housing Strategy

PERTH AND KINROSS COUNCIL. Housing and Health Committee. 25 May Perth and Kinross Local Housing Strategy PERTH AND KINROSS COUNCIL 7 16/234 Housing and Health Committee 25 May 2016 Perth and Kinross Local Housing Strategy 2016-2021 Report by Director (Housing and Social Work) PURPOSE OF REPORT This report

More information

Auckland Regional Public Transport Plan

Auckland Regional Public Transport Plan Auckland Regional Public Plan 2010 www.arta.co.nz Published in June 2010 by: The Auckland Regional Authority Private Bag 92 236 Auckland, New Zealand This document is available on the ARTA website: www.arta.co.nz

More information

NATIONAL LAND TRANSPORT PROGRAMME

NATIONAL LAND TRANSPORT PROGRAMME NATIONAL LAND TRANSPORT PROGRAMME 2018 21 NATIONAL LAND TRANSPORT PROGRAMME 2018 21 NZ TRANSPORT AGENCY 1 2018 21 NLTP REVENUE AND INVESTMENT FLOWS FUNDING WILL COME FROM National Land Transport Fund Local

More information

1.2. The meeting agreed a set of guiding principles that officers were to use in developing the revised Terms of Reference.

1.2. The meeting agreed a set of guiding principles that officers were to use in developing the revised Terms of Reference. East West Rail Consortium 14 th June 2018 Agenda Item 3: Terms of Reference Recommendation: It is recommended that the meeting consider and agree subject to any amendment agreed by the meeting the revised

More information

Rail Delivery Group. Consultation on the future of the East Midlands rail franchise

Rail Delivery Group. Consultation on the future of the East Midlands rail franchise Rail Delivery Group Response to: Department for Transport Consultation on the future of the East Midlands rail franchise Date: 11 October 2017 Rail Delivery Group Limited Registered Office, 2nd Floor,

More information

Wales. Andy Thomas. Route Managing Director Wales. Ken Skates, Cabinet Secretary for Economy and Infrastructure, Welsh Government

Wales. Andy Thomas. Route Managing Director Wales. Ken Skates, Cabinet Secretary for Economy and Infrastructure, Welsh Government Wales The railway in Wales and Borders plays a critical role in connecting people, businesses and communities to support both regional and national economic growth. We run the safest railway in Europe,

More information

Report on Hamilton to Auckland Passenger Rail

Report on Hamilton to Auckland Passenger Rail Report on Hamilton to Auckland Passenger Rail Date: 12 April 2017 To: From: Subject: Hamilton City Council, Waikato District Council, Waikato Regional Council, NZ Transport Agency, Auckland Council, and

More information

EAST WEST RAIL EASTERN SECTION. prospectus for growth

EAST WEST RAIL EASTERN SECTION. prospectus for growth EAST WEST RAIL EASTERN SECTION prospectus for growth September 2018 executive summary The East West Rail Consortium, a partnership of local authorities, rail operators and Network Rail, continues to promote

More information

Draft Auckland Regional Land Transport Plan

Draft Auckland Regional Land Transport Plan 1 Table of Contents Table of Contents Table of Contents 2 01. Our Vision 3 02. Purpose and Scope of the Regional Land Transport Plan 5 03. Auckland s Challenges 12 04. Addressing Auckland s Challenges

More information

Working Towards Sustainable Tourism in England s AONBs

Working Towards Sustainable Tourism in England s AONBs Working Towards Sustainable Tourism in England s AONBs Purpose: this Accord sets out a shared vision for tourism in England s Areas of Outstanding Natural Beauty (AONBs) and outlines the contribution that

More information

Agenda Item 5: Rail East Midlands Rail Franchise Consultation

Agenda Item 5: Rail East Midlands Rail Franchise Consultation Strategic Transport Forum 15 th September 2017 Agenda Item 5: Rail East Midlands Rail Franchise Consultation Recommendation: It is recommended that the Forum agree (subject to any amendments agreed by

More information

Transport Indicators Report June 2018

Transport Indicators Report June 2018 Transport Indicators Report June 2018 Board Meeting 21 August 2018 Recommendation That the Board: i. Receives this report. Executive summary 1. The attached Monthly and Quarterly Indicator Reports provide

More information

REAUTHORISATION OF THE ALLIANCE BETWEEN AIR NEW ZEALAND AND CATHAY PACIFIC

REAUTHORISATION OF THE ALLIANCE BETWEEN AIR NEW ZEALAND AND CATHAY PACIFIC Chair Cabinet Economic Growth and Infrastructure Committee Office of the Minister of Transport REAUTHORISATION OF THE ALLIANCE BETWEEN AIR NEW ZEALAND AND CATHAY PACIFIC Proposal 1. I propose that the

More information

Risk Maps. Risk Maps how the sections were identified

Risk Maps. Risk Maps how the sections were identified 2007-2011 Risk Maps Risk Maps how the sections were identified For the purpose of comparing the level of risk of crashes between different parts of the network, the state highway network was broken up

More information

WAIKATO REGION CYCLE TRAILS NETWORK

WAIKATO REGION CYCLE TRAILS NETWORK GROWING THE ECONOMIC BENEFITS OF INCREASED VISITORS ACROSS THE REGION BY LEVERAGING NEW AND EXISTING CYCLE TRAILS INVESTMENT WAIKATO REGION CYCLE TRAILS NETWORK 1 SO FAR The Waikato region supports and

More information

Regional summary - Wellington

Regional summary - Wellington Regional summary Wellington Regional summary - Wellington This is a summary of data relevant to transportation in this region, viewed from a Land Transport NZ perspective. It s purpose is to inform the

More information

THE CARICOM REGIONAL IMPLEMENTATION PLAN

THE CARICOM REGIONAL IMPLEMENTATION PLAN THE CARICOM REGIONAL IMPLEMENTATION PLAN Presented at the First Regional Workshop on Ensemble Climate Modeling August 20-29, 2012 University of the West Indies, Mona, Jamaica By Joseph McGann, Programme

More information

Strategic Transport Forum 21 st September 2018

Strategic Transport Forum 21 st September 2018 Strategic Transport Forum 21 st September 2018 Agenda Item 4: Heathrow Airport Expansion: Surface Access Strategy Update Recommendation: It is recommended that the Forum consider the update provided by

More information

TAG Guidance Notes on responding to the Civil Aviation Authority s consultation on its Five Year Strategy

TAG Guidance Notes on responding to the Civil Aviation Authority s consultation on its Five Year Strategy TAG Guidance Notes on responding to the Civil Aviation Authority s consultation on its Five Year Strategy 1. Introduction (Deadline for consultation responses is 19 February 2016) The CAA is currently

More information

Strategic Transport Forum 7 th December 2018

Strategic Transport Forum 7 th December 2018 Strategic Transport Forum 7 th December 2018 Agenda Item 7: East West Rail Recommendation: It is recommended that the Forum: a) Endorse the East West Rail Consortium s position in relation to the draft

More information

6 Road infrastructure

6 Road infrastructure 6 Road infrastructure 51 ƨƨsummary New Zealand does not score highly for its road infrastructure when compared to other developed nations. This may partly be due to geography and population size, which

More information

Waikato Plan Joint Committee Agenda

Waikato Plan Joint Committee Agenda Notice of Meeting: Date: 30 Time: 10:00am Meeting Room: Council Chamber Venue: Waikato Regional Council, 401 Grey Street, Hamilton East Waikato Plan Joint Committee Agenda Chairperson Deputy Chairman Members

More information

Upper Clutha Transport Report

Upper Clutha Transport Report Upper Clutha Transport Report Shaping our Future Vision for the Upper Clutha incorporating Land, Air and Water Transport: The Queenstown Lakes District has a functional, innovative, integrated, multi-modal

More information

SUSTAINABLE DEVELOPMENT PLAN 2015

SUSTAINABLE DEVELOPMENT PLAN 2015 LAND USE SUSTAINABLE DEVELOPMENT PLAN 2015 EAST MINILANDS EAST MINILANDS SUSTAINABLE DEVELOPMENT SUSTAINABLE DEVELOPMENT DHL eastmidlandsairport.com OUR AIRPORT FOREWORD by Andy Cliffe Managing Director

More information

Inter-Regional Planning Uniting both Urban and Provincial Centres

Inter-Regional Planning Uniting both Urban and Provincial Centres Inter-Regional Planning Uniting both Urban and Provincial Centres Looking at how to solve pressures and problems in Urban and Provincial Centres while linking to Sustainability and Planning Ben Ross. 2017

More information

Calderdale MBC. Wards Affected: Town. Economy and Investment Panel: 20 October Halifax Station Gateway Masterplan

Calderdale MBC. Wards Affected: Town. Economy and Investment Panel: 20 October Halifax Station Gateway Masterplan Calderdale MBC Wards Affected: Town Economy and Investment Panel: 20 October 2016 Halifax Station Gateway Masterplan Report of the Acting Director, Economy and Environment 1. Purpose of the Report 1.1

More information

Section A: Scheme Summary

Section A: Scheme Summary Section A: Scheme Summary Name of Scheme: PMO Scheme Code: Lead Organisation: Senior Responsible Officer: Lead Promoter Contact: Case Officer: North East Calderdale Transformational Programme WYTF-PA4-054

More information

Draft City Centre Transport Proposals

Draft City Centre Transport Proposals Draft City Centre Transport Proposals Introduction This draft position paper provides an overview of the current City Centre transport issues, including concepts of the possible future City Centre transport

More information

Quarterly report Q1 2016/17. 1 June 30 September 2016

Quarterly report Q1 2016/17. 1 June 30 September 2016 Quarterly report Q1 2016/17 1 June 30 September 2016 CONTENTS Contents... 3 Executive summary... 4 Our performance this quarter... 4 Our results at a glance... 6 Summary of delivering our strategy...

More information

Auckland Port and the Unitary Plan Dr Douglas Fairgray

Auckland Port and the Unitary Plan Dr Douglas Fairgray Auckland Port and the Unitary Plan Dr Douglas Fairgray Source: Auckland 1886 - Sir George Grey Special Collections, Auckland Libraries, NZ Map 374 Scope The interface between the Unitary Plan and the Port

More information

June TEQ Marketing Strategy 2025 Executive Summary

June TEQ Marketing Strategy 2025 Executive Summary June 2018 TEQ Marketing Strategy 2025 Executive Summary Vision and The Opportunity Tourism and Events Queensland s (TEQ) Marketing Strategy 2025 provides a platform to realise the TEQ vision of inspiring

More information

TOWN PLANNING SUBMISSION TO THE GREATER SYDNEY COMMISSION LANDS AT ARTARMON

TOWN PLANNING SUBMISSION TO THE GREATER SYDNEY COMMISSION LANDS AT ARTARMON TOWN PLANNING SUBMISSION TO THE GREATER SYDNEY COMMISSION LANDS AT ARTARMON March 2017 TABLE OF CONTENTS 1.0 INTRODUCTION 3 2.0 THE SUBJECT SITE 4 3.0 STRATEGIC PLANNING CONTEXT 6 4.0 SUMMARY AND CONCLUSIONS

More information

Sustainable Procurement Policy for Heathrow Airport Limited

Sustainable Procurement Policy for Heathrow Airport Limited Sustainable Procurement Policy for Heathrow Airport Limited Date of policy: May 2017 Author: Dianne Armstrong / Chris Allen Approved by: Exec David Ferroussat Procurement Director Pete Hughes - Head of

More information

Involving Communities in Tourism Development Croatia

Involving Communities in Tourism Development Croatia Involving Communities in Tourism Development Croatia Case Study This case study outlines the approach from our project in two villages in the Makarska Riviera, Croatia, to explore the issue of local community

More information

WAIKATO REGIONAL ROAD SAFETY STRATEGY TE RAUTAKI HAUMARU HUARAHI MŌ TE ROHE O WAIKATO

WAIKATO REGIONAL ROAD SAFETY STRATEGY TE RAUTAKI HAUMARU HUARAHI MŌ TE ROHE O WAIKATO WAIKATO REIONAL ROAD SAETY STRATEY 2017-2021 TE RAUTAKI HAUMARU HUARAHI MŌ TE ROHE O WAIKATO Prepared by Rachel Cook Waikato Regional Council Contents LIST O IURES TABLES AND MAPS 3 WAIKATO REIONAL ROAD

More information

Llandudno Junction. Regeneration Proposals for the Future. December 2009

Llandudno Junction. Regeneration Proposals for the Future. December 2009 Llandudno Junction Regeneration Proposals for the Future December 2009 Llandudno Junction - Vision Statement 1 Purpose 1.1 The purpose of this document is to describe key priorities to support the regeneration

More information

Report to: Greater Cambridge Partnership Joint Assembly 18 January A10 Foxton level crossing bypass and travel hub

Report to: Greater Cambridge Partnership Joint Assembly 18 January A10 Foxton level crossing bypass and travel hub Report to: Greater Cambridge Partnership Joint Assembly 18 January 2018 Lead officer: Chris Tunstall GCP Director of Transport A10 Foxton level crossing bypass and travel hub 1. Purpose 1.1 The list of

More information

Draft Marine and Harbour Facilities Strategy

Draft Marine and Harbour Facilities Strategy Draft Marine and Harbour Facilities Strategy Vision The Coromandel peninsula is a destination of choice for safe, sustainable and accessible marine and harbour facilities that are fit for purpose to meet

More information

5 Rail demand in Western Sydney

5 Rail demand in Western Sydney 5 Rail demand in Western Sydney About this chapter To better understand where new or enhanced rail services are needed, this chapter presents an overview of the existing and future demand on the rail network

More information

Crown Corporation BUSINESS PLANS FOR THE FISCAL YEAR Trade Centre Limited. Table of Contents. Business Plan

Crown Corporation BUSINESS PLANS FOR THE FISCAL YEAR Trade Centre Limited. Table of Contents. Business Plan Crown Corporation BUSINESS PLANS FOR THE FISCAL YEAR 2014 2015 Trade Centre Limited Business Plan 2014 2015 Table of Contents Message from the CEO and the Chair... Mission... Planning Context... Strategic

More information

Regional Economic Development Under-Secretary Fletcher Tabuteau

Regional Economic Development Under-Secretary Fletcher Tabuteau EMBARGOED UNTIL 2.30 PM Regional Economic Development Under-Secretary Fletcher Tabuteau Speech to Waikato regional economic development stakeholders meeting hosted by Waikato Regional Economic Development

More information

Response to the London Heathrow Airport Expansion Public Consultation

Response to the London Heathrow Airport Expansion Public Consultation Response to the London Heathrow Airport Expansion Public Consultation Summary This report sets out the response to the Heathrow Airport s consultation on airport expansion and airspace change. The consultation

More information

ENVIRONMENT ACTION PLAN

ENVIRONMENT ACTION PLAN ENVIRONMENT ACTION PLAN 2015 16 Airservices Australia 2015 This work is copyright. Apart from any use as permitted under the Copyright Act 1968, no part may be reproduced by any process without prior written

More information

Guildford Borough Transport Strategy 2017, Topic Paper: Transport, June 2017 (accompanying Local Plan 2017) Local Plan Transport Strategy 2017

Guildford Borough Transport Strategy 2017, Topic Paper: Transport, June 2017 (accompanying Local Plan 2017) Local Plan Transport Strategy 2017 Guildford Society Transport Group Position Paper August 2017 Based on submissions in response to the June/July 2017 Local Plan consultation including material presented to Drop-in Session 15 July 2017.

More information

Submission to. Christchurch City Council. on the. Draft Long Term Plan Date: 12 April 2018

Submission to. Christchurch City Council. on the. Draft Long Term Plan Date: 12 April 2018 Submission to Christchurch City Council on the Draft Long Term Plan 2018-2028 Date: 12 April 2018 Tourism Industry Aotearoa (TIA) welcomes the opportunity to comment on the Long Term Plan 2018-2028 of

More information

Draft Greater Sydney Region Plan

Draft Greater Sydney Region Plan Draft Greater Sydney Region Plan Submission_id: 31392 Date of Lodgment: 14 Dec 2017 Origin of Submission: Online Organisation name: Greenfields Development Company No. 2 Pty Limited Organisation type:

More information

Consultation on Draft Airports National Policy Statement: new runway capacity and infrastructure at airports in the South East of England

Consultation on Draft Airports National Policy Statement: new runway capacity and infrastructure at airports in the South East of England Tony Kershaw Honorary Secretary County Hall Chichester West Sussex PO19 1RQ Telephone 033022 22543 Website: www.gatcom.org.uk If calling ask for Mrs. Paula Street e-mail: secretary@gatcom.org.uk 22 May

More information

A TRANSPORT SYSTEM CONNECTING PEOPLE TO PLACES

A TRANSPORT SYSTEM CONNECTING PEOPLE TO PLACES THE MAYOR'S VISION FOR TRANSPORT A TRANSPORT SYSTEM CONNECTING PEOPLE TO PLACES VISION We will build a transport system that works for everyone, connecting people to the places they want to go within the

More information

Urban Area Concordance

Urban Area Concordance Urban Area Concordance Territorial Authority by Region by Urban Area Estimated Population at 30 June 2013 Estimated Resident Territorial Authority Region Urban Area Classification Population at 30 June

More information

FUTURE AIRSPACE CHANGE

FUTURE AIRSPACE CHANGE HEATHROW EXPANSION FUTURE AIRSPACE CHANGE UPDATE SEPTEMBER 2018 On 25 June 2018, Parliament formally backed Heathrow expansion, with MPs voting in support of the Government s Airports National Policy Statement

More information

Agenda 11. Strathclyde Bus Alliance progress update. Date of meeting 9 December 2016 Date of report 15 November 2016

Agenda 11. Strathclyde Bus Alliance progress update. Date of meeting 9 December 2016 Date of report 15 November 2016 Agenda 11 Strathclyde Bus Alliance progress update Date of meeting 9 December 2016 Date of report 15 November 2016 Report by Assistant Chief Executive (Operations) 1. Object of report The object of this

More information

The Cobham Room, Novotel Hamilton Tainui, 7 Alma Street, Hamilton

The Cobham Room, Novotel Hamilton Tainui, 7 Alma Street, Hamilton Board Meeting Minutes Date & time Location Board Membership Apologies NZTA staff in attendance 12 August 2016, 8.00am 12.30pm Board Strategy Session 1.00pm 2.30pm The Cobham Room, Novotel Hamilton Tainui,

More information

HUNTLY MULTI SPORTS HUB: FEASIBILITY STUDY

HUNTLY MULTI SPORTS HUB: FEASIBILITY STUDY HUNTLY MULTI SPORTS HUB: FEASIBILITY STUDY Executive Summary May 2011 2 HUNTLY MULTI SPORTS HUB: FEASIBILITY STUDY: Executive Summary EXECUTIVE SUMMARY Feasibility Study Objectives The Huntly Development

More information

33 Horseferry Road HP20 1UA London SW1P 4DR. Tuesday 10 th October Dear Sir,

33 Horseferry Road HP20 1UA London SW1P 4DR. Tuesday 10 th October Dear Sir, East Midlands Rail Franchise Programme Office Consultation Co-ordinator c/o Buckinghamshire County Council Zone 2/21 County Hall Department for Transport Walton Street Great Minster House Aylesbury 33

More information

Te Kowhai COMMUNITY PLAN

Te Kowhai COMMUNITY PLAN 1 2011-2021 Te Kowhai COMMUNITY PLAN Vision To realise a lifestyle potential 2 Map of Te Kowhai area 3 4 History of the plan In 2004 the Te Kowhai Community Group Committee and the residents put together

More information

Sunshine Coast Council Locked Bag 72 Sunshine Coast Mail Centre QLD Submitted via online portal. 2 June 2017.

Sunshine Coast Council Locked Bag 72 Sunshine Coast Mail Centre QLD Submitted via online portal. 2 June 2017. Sunshine Coast Council Locked Bag 72 Sunshine Coast Mail Centre QLD 4560 Submitted via online portal 2 June 2017 Dear Sir /Madam, RE: DRAFT ENVIRONMENTAL AND LIVEABILITY STRATEGY The Green Building Council

More information

Clyde Waterfront and Renfrew Riverside Project Glasgow Airport Investment Area Project

Clyde Waterfront and Renfrew Riverside Project Glasgow Airport Investment Area Project Item 1 To: Leadership Board On: 3 June 2015 Report by: Director of Development and Housing Services Heading: City Deal Strategic Business Cases 1. Summary 1.1 This report seeks approval from the Board

More information

TASMAN REGIONAL LAND TRANSPORT PROGRAMME

TASMAN REGIONAL LAND TRANSPORT PROGRAMME TASMAN REGIONAL LAND TRANSPORT PROGRAMME 2009/10 2011/2012 Table of Contents Message from the Chair... 4 Foreword... 5 1. Introduction... 6 1.1 Purpose... 6 1.2 Scope... 6 1.3 Relationship between Regional

More information

National Land Transport Programme Waikato

National Land Transport Programme Waikato National Land Transport Programme 2009 2012 Waikato Table of contents Introduction from the Regional Director 1 Regional maps 3 Regional summary 5 Regional tables 10 Glossary 24 Key to map abbreviations

More information

Growing Regional Victoria 2018 Victorian Election Priorities GROWING REGIONAL VICTORIA 2018 VICTORIAN ELECTION PRIORITIES

Growing Regional Victoria 2018 Victorian Election Priorities GROWING REGIONAL VICTORIA 2018 VICTORIAN ELECTION PRIORITIES GROWING REGIONAL VICTORIA 2018 VICTORIAN ELECTION PRIORITIES Message from the Chair, Cr Margaret O Rourke Regional Cities Victoria Growing Regional Victoria Regional Cities Victoria (RCV) is uniquely positioned

More information

FUTURE TRANSPORT STRATEGY AND GREATER SYDNEY SERVICES AND INFRASTRUCTURE PLAN. Western Parkland City

FUTURE TRANSPORT STRATEGY AND GREATER SYDNEY SERVICES AND INFRASTRUCTURE PLAN. Western Parkland City FUTURE TRANSPORT STRATEGY AND GREATER SYDNEY SERVICES AND INFRASTRUCTURE PLAN Western Parkland City 2 Transport for NSW Future Transport Strategy and Greater Sydney Services and Infrastructure Plan Western

More information

VISITOR ECONOMY STRATEGY

VISITOR ECONOMY STRATEGY ECONOMY STRATEGY WESTERN 6 6% GDP 3.5M NIGHTS 3.5m The Western Bay of Plenty subregion incorporates the Western Bay of Plenty District and Tauranga City. The Western Bay of Plenty District covers 212,000

More information

PO Box 257 PO Box 257 PARRAMATTA NSW 2124 PARRAMATTA NSW 2124

PO Box 257 PO Box 257 PARRAMATTA NSW 2124 PARRAMATTA NSW 2124 31 March 2017 Sean O Toole Sheridan Dudley District Commissioner - West District Commissioner - South West Greater Sydney Commission Greater Sydney Commission PO Box 257 PO Box 257 PARRAMATTA NSW 2124

More information

Urban Cycleways Programme Announcement Questions and Answers

Urban Cycleways Programme Announcement Questions and Answers Urban s Programme Announcement Questions and Answers 1. What is the Urban s Programme? The Urban s Programme is an investment of $100 million over the next four years, dedicated to urban cycling infrastructure.

More information

PAGE 602

PAGE 602 PAGE 601 PAGE 602 PAGE 603 PAGE 604 PAGE 605 PAGE 606 PAGE 607 PAGE 608 PAGE 609 PAGE 610 PAGE 611 PAGE 612 PAGE 613 PAGE 614 PAGE 615 PAGE 616 PAGE 617 PAGE 618 PAGE 619 PAGE 620 PAGE 621 PAGE 622 PAGE

More information

Submission to. Palmerston North City Council. on the. Draft Long Term Plan Date: 23 April 2018

Submission to. Palmerston North City Council. on the. Draft Long Term Plan Date: 23 April 2018 Submission to Palmerston North City Council on the Draft Long Term Plan 2018-2028 Date: 23 April 2018 Tourism Industry Aotearoa (TIA) welcomes the opportunity to comment on the Long Term Plan 2018-2028

More information

A Master Plan is one of the most important documents that can be prepared by an Airport.

A Master Plan is one of the most important documents that can be prepared by an Airport. The Master Plan A Master Plan is one of the most important documents that can be prepared by an Airport. A Master Plan is a visionary and a strategic document detailing planning initiatives for the Airport

More information

Report of the Strategic Director of Place to the meeting of Executive to be held on 11 September 2018

Report of the Strategic Director of Place to the meeting of Executive to be held on 11 September 2018 Report of the Strategic Director of Place to the meeting of Executive to be held on 11 September 2018 Subject: M Arrangements for the establishment of a West Yorkshire Urban Traffic Management Control

More information

The Local Government Tourism Strategy May 2003 Local Government effective governance

The Local Government Tourism Strategy May 2003 Local Government effective governance The Local Government Tourism Strategy May 2003 Introduction and Background This strategy has been prepared in response to the New Zealand Tourism Strategy 2010. The document put forward 43 recommendations,

More information

Strategic Cross Border Planning in the West Midlands

Strategic Cross Border Planning in the West Midlands Strategic Cross Border Planning in the West Midlands RTPI Planners, Birmingham 21/02/2018 Adam Harrison, TfWM Transport Governance and WMCA Renaissance: Why the West Midlands? Transforming our place? Challenges

More information

There was consensus among the participants that a strong European aviation industry is critical to ensure the right to

There was consensus among the participants that a strong European aviation industry is critical to ensure the right to Bruges Declaration Introduction The European aviation industry stands at a crossroads. It is restructuring to face the economic crisis and the growing global competition. The aviation industry is also

More information

Submission to. Wairoa District Council. on the. Draft Long Term Plan Date: 26 June 2018

Submission to. Wairoa District Council. on the. Draft Long Term Plan Date: 26 June 2018 Submission to Wairoa District Council on the Draft Long Term Plan 2018-2028 Date: 26 June 2018 Tourism Industry Aotearoa (TIA) welcomes the opportunity to comment on the Long Term Plan 2018-2028 of Wairoa

More information

BARNSLEY METROPOLITAN BOROUGH COUNCIL

BARNSLEY METROPOLITAN BOROUGH COUNCIL BARNSLEY METROPOLITAN BOROUGH COUNCIL This matter is a Key Decision within the Council s definition and has been included in the relevant Forward Plan REPORT OF THE EXECUTIVE DIRECTOR OF PLACE TO CABINET

More information

Gold Coast. Rapid Transit. Chapter twelve Social impact. Chapter content

Gold Coast. Rapid Transit. Chapter twelve Social impact. Chapter content Gold Coast Rapid Transit Chapter twelve Social impact Chapter content Social impact assessment process...235 Existing community profile...237 Consultation...238 Social impacts and mitigation strategies...239

More information

Frequently Asked Questions

Frequently Asked Questions CAA Funding Review Why has CAA s funding been reviewed? New Zealand has a well-regarded civil aviation system and a good aviation safety record. However, both the government and a range of reviews (including

More information