DRAFT 2018 Update to the Waikato Regional Land Transport Plan

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1 DRAFT 2018 Update to the Waikato Regional Land Transport Plan

2 Chairman's foreword 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 draft 2018 Update to the Waikato Regional Land Transport Plan for consultation. 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 previous government and their draft 2018 Government Policy Statement on Land Transport. This update to the Regional Land Transport Plan builds off the solid policy platform of previous plans, re-confirming 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 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 an interim commuter rail service between Hamilton and Auckland is also prioritised, in line with the new Government s commitment to increasing the use of rail to enable efficient interregional passenger transport. Ensuring an efficient passenger transport system, and walking and cycling networks including growing regional cycle trails, is also important for the Regional Transport Committee. Whilst this update to the 2015 Waikato Regional Land Transport Plan comes to you at a time when the new Government is still in the process of reviewing and finalising its transport priorities, and we await a new Government Policy Statement on Land Transport, the Waikato Regional Transport Committee is confident that this plan is consistent with key Government policy signals recently communicated to the sector from the Minister of Transport. 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 of this plan. We are well placed as a region to uptake new policy and funding opportunities to contribute to an effective, efficient and safe land transport system for New Zealand. Cr Hugh Vercoe Chairman, Regional Transport Committee 2

3 Executive summary 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 mid-term 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 inter-regional, regional and sub-regional 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. 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 diagram below, the Regional Land Transport Plan at a Glance, 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. 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. Figure 1 The Regional Land Transport Plan at a glance The review of the 2015 RLTP was largely undertaken throughout 2017 under the policy umbrella of the previous National government s draft 2018 Government Policy Statement on Land Transport. It is a Land Transport Management Act 2003 requirement that regional land transport strategies are consistent with the Government Policy Statement (GPS). At the end of drafting this plan, a new Labour/NZ First Coalition Government was elected. At the time of notifying the draft plan for consultation, a new GPS has not been received from the Government. It is considered that DRAFT 2018 Update to the Waikato Regional Land Transport Plan

4 this 2018 update to the 2015 RLTP is robust and broadly consistent with the new Government s transport policy signals. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan

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9 PART A: Strategic Policy Framework

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

11 Section 1: Introducing the Waikato Regional Land Transport Plan

12 Section 1: Introducing the Waikato Regional Land Transport Plan 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 Tourist 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. 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. Arapuni swingbridge along the Waikato River Trails 12

13 BAY OF PLENTY Cathedral Cove Coromandel Whitianga AUCKLAND 25 Tairua /Pauanui 25 Thames 25A Pokeno WAIKATO REGIONAL LAND TRANSPORT SYSTEM AND KEY TOURISTS DESTINATIONS Whangamata Ngatea 2 Tuakau Te Kauwhata Paeroa 27 1 LEGEND Waihi 2 26 Te Aroha Huntly Ngāruawāhia Karangahake Gorge TAURANGA Morrinsville HAMILTON Major domestic airports Raglan Hobbiton 23 Auckland International Airport Raglan Major sea ports Hamilton Gardens Cambridge Matamata Te Awamutu Inland ports: Rotorua Ōtorohanga Waitomo Caves Waikato regional cycle trails Te Kūiti Completed Proposed or under construction 5 Maungatautari Ecological Island Existing inland ports Future inland ports Putaruru 3 BAY OF PLENTY Tokoroa Kiwi House 1 WAIKATO Taupō The Great Lake Area Lake Taupõ Tūrangi Mt. Ruapehu Ski Fields 5

14 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 14

15 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 inter regional 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, with planning underway for an early start to construction of the Cambridge to Pairere section to expressway standard. 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. 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. Section 1: Introducing the Waikato Regional Land Transport Plan 15

16 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. 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. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan 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 - 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'. What has changed since the last RLTP? National and regional policy changes: 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 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 template) an updated funding and programme section. Figure 4 Alignment of the operative RLTP with the ILM review outcomes Updated NZ Energy Efficiency and Conservation Strategy NZ Transport Agency s draft Long Term Strategic View NZ Speed Management Guide Resource Legislation Amendment Act Waikato Regional Policy Statement became operative Updated Waikato Regional Road Strategy Waikato Plan Waikato Development Strategy

17 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). 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 national election outcome and GPS implications This update to the 2015 RLTP was developed under the direction of the draft Government Policy Statement on Land Transport 2018/ /28 in line with the previous government's transport view (the regional programme of transport activities having been developed under this funding framework). A change of government to a Labour/NZ First Coalition Government was brought in at the end of drafting this plan. At the time of notifying this draft RLTP for public consultation, a new GPS has not been received. It is considered, however, that this plan is robust and broadly consistent with the early policy signals released by the Minister of Transport in November 2017 and February Plan duration The 2018 mid-term 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. Waikato Expressway, Huntly. Photo: NZ Transport Agency Section 1: Introducing the Waikato Regional Land Transport Plan 17

18 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 2015 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 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Section 4: Section 5: Section 6: Section 7: APPENDICES Appendix 1 Appendix 2 Appendix 3 Appendix 4 Appendix 5 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 inter-regionally significant transport activities supported by our region. 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 Monitoring the Regional Land Transport 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. Delivering the plan and looking towards 2021 Provides a summary conclusion on how the 2018 update to the Regional Land Transport Plan (RLTP or the 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. Legislative alignment with the Land Transport Management Act 2003 Alignment with NZ Transport Agency s Business Case Guidance for 2018 RLTP reviews Process for reviewing the plan Joint corridor statements - Upper North Island Strategic Alliance and SH1/29 - ECMT Working Group Strategic corridors in the Waikato region 18

19 Appendix 6 Appendix 7 Appendix 8 Appendix 9 Appendix 10 Significance Policy Method for prioritising significant transport activities Transport activity class tables Significant transport activities table 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 19

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

21 Section 2: Strategic context for Waikato's key transport problems

22 Section 2: Strategic context for Waikato's key transport problems 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). 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 State Highway Investment Programme 2017 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. 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) are 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 below and annotated on the maps), which are of critical importance for facilitating the inter and intra regional movement of people and freight. 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 inter regional 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 inter regional 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. Hamilton city arterial corridors that support growth and economic ( e.g. Ring Road, future Southern Links). 22

23 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. Cambridge to Piarere SH1/29 intersection. Photo: NZ Transport Agency Slip SH3, Mokau. Photo: NZ Transport Agency Section 2: Strategic context for Waikato's key transport problems 23

24 SH25 & 25A NIMT SH2 Primary rail freight corridor in North Island. Future function for inter-regional (Auckland-Waikato) passenger rail. Key inter-regional corridor connecting Auckland, Coromandel and Bay of Plenty people, tourism and freight. Key life-line corridor supporting people, freight and tourism around the Coromandel Peninsula. Coromandel AUCKLAND Whitianga 25 FUNCTION OF KEY STRATEGIC ROAD AND RAIL CORRIDORS IN THE WAIKATO REGION Tairua SH1 & 29 Thames Whangamata Waihi Paeroa 2 27 National High Volume road corridor North Island main trunk National Road Corridor Te Aroha Huntly Regional Road Corridor East coast main trunk Morrinsville Arterial Road Corridor TAURANGA HAMILTON Raglan State highway LEGEND Matamata Railway ECMT 24 Cambridge 29 1 National rail corridor Regional rail corridor Primary interregional freight corridor linking Auckland, Waikato and Bay of Plenty. Waikato Expressway component between Auckland and Cambridge. 25A Pukekohe Te Awamutu Kawhia 31 Primary rail freight corridor connecting North Island Main Trunk with Port of Tauranga Putaruru Inland port Major sea ports 1 Ōtorohanga 37 Rotorua Tokoroa Freight hub Te Kūiti Major domestic airports Auckland International Airport SH1 South and Principle freight people movement 5 connecting upper and lower North Island. Taupō Lake Taupō 41 TARANAKI SH Key inter-regional freight and people corridor linking the Waikato and Taranaki km 5 Turangi SH5 Inter-regional corridor connecting Waikato, lower Bay of Plenty and Hawkes Bay

25 Huntly Waikato Expressway Hamilton Section Arterial connections WAIKATO DISTRICT Future function to provide easter and norther access into the city. FUNCTION OF KEY STRATEGIC ROAD AND RAIL CORRIDORS IN THE WAIKATO REGION* 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 ( ) 1 National Rail Corridor Regional Rail Corridor Ngāruawāhia Waikato Expressway Hamilton Ring Road Key strategic corridor moving people and freight in and around the city. Local Authority boundaries Airport Freight Hub Inland Port Western c orridor River Road North-south connector Hamilton City 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. 39A Wairere Drive Western Corridor Key people and freight corridor 23 providing employment and industrial connections. 39 Cross-city connector Southern links Wairere Drive extension Southern links Waikato Expressway 26 Southern Links WAIPA DISTRICT Future function to provide strategic state highway and arterial access to south-east and south-west of Hamilton and Peacocke growth area. Also connections to SH21 providing access to Hamilton Airport and Titanium Park Cambridge

26 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan 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 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 sub-regional 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 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 on the following page shows growth and decline 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 inter regional 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 inter regional 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. Growth at the Auckland/North Waikato boundary Significant population growth is occurring in Auckland and in North Waikato around Tuakau 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. Tuakau 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 under the Housing Infrastructure Fund framework. Tuakau 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 sub-regional 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 26

27 PROJECTED POPULATION GROWTH IN THE UPPER NORTH ISLAND TO 2041 BAY OF PLENTY Coromandel Whitianga AUCKLAND Thames Tairua /Pauanui Pokeno Tuakau Te Kauwhata Ngatea Paeroa Waihi Whangamata Huntly Te Aroha Ngāruawāhia Raglan HAMILTON Morrinsville TAURANGA Cambridge Matamata Ōtorohanga Te Awamutu Putaruru Rotorua LEGEND Population projection scale (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

28 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 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 does not undermine strategic infrastructure investment such as the Waikato Expressway. 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 5 'Future Proof sub-region' below illustrates the Future Proof settlement pattern for the sub-region. plays a crucial role in facilitating regional and upper North Island economic, 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. This growth has been monitored and planned for as part of the Future Proof sub-regional 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 areas and maintains access for existing areas to support economic and travel choice. Hamilton city has well defined growth areas, which are outlined in Figure 6 ''s growth areas'. But recent central government policy s, along with faster than projected growth, is speeding up the pace of housing and infrastructure requirements. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Figure 5 Future Proof sub-region 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 3 Future Proof Figure 6 's growth areas 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 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 previous 28

29 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 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 of a bridge river crossing, and associated arterial road and wastewater infrastructure for the Peacocke growth cell. Some components 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) 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. Along with significant industrial and commercial growth occurring in and around Hamilton (discussed further under people and freight movements below), 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)' on the following page illustrates this. 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 7 'Anticipated freight growth ' illustrates projected freight growth. 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) Figure 7 Anticipated freight growth Access Hamilton Programme Draft GPS Upper North Island Freight Story 7 MoT, Transport Outlook Current State 2016 A summary of New Zealand's transport system Section 2: Strategic context for Waikato's key transport problems 29

30 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 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 inter regionally significant strategic freight corridors. 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) 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 inter regional 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 with a key inland hub and logistics facilities, designed to improve the freight economics of the upper North Island. 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. 8 NZ Transport Agency draft Long Term Strategic View 30

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

32 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. 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. 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. 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 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Figure 8 Growth in tourism 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 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 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 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. 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 9 '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 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. 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. 32

33 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 10 'Growth in Electric Vehicle fleet '. (11) 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. Figure 9 Length of road in low-lying coastal areas (0-1.5 LiDAR elevation) 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 reality is, however, that New Zealanders continue to rely predominantly upon private motor vehicles to move people and goods around the country. 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 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 new 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. 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 Government's upcoming GPS on Land Transport. 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. 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 re-use in network construction and maintenance activities reducing congestion in our major urban areas to improve network efficiency, keep vehicles moving and reduce emissions. Figure 10 Growth in Electric Vehicle fleet Section 2: Strategic context for Waikato's key transport problems 33

34 2.2.4 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 the social and economic success of 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 and priorities. 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 new Government is signalling serious intent to continue to drive road safety as a key national priority. Figure 11 'Deaths and serious injuries in the Waikato by transport mode ' illustrates the changing number of DSIs for each transport mode in the region. Problem 1 benefits economic ILM benefit Move people and goods more efficiently. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Draft GPS 2018 results Support economic growth and productivity through the provision of better access to markets, employment, business areas and housing. Support economic growth of regional New Zealand through the provision of better access to markets and tourist destinations. Improved network resilience at the most critical points. New Government signals for transport Improved access to move towards more liveable cities and thriving regions. Increased use of rail to enable efficient passenger and freight use. Supporting regional. Enabling better environmental outcomes including lower emission transport options. Mode neutrality in freight transport. Integrated land use and transport. Incorporating technology and innovation. 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. Figure 11 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. 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. 34

35 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 20-25per 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 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 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). 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 12 Waikato Regional Road Strategy Overturned truck on SH1. Photo: NZ Transport Agency 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 Section 2: Strategic context for Waikato's key transport problems 35

36 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan 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 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. Problem 2 benefits road safety ILM benefit Reduced social and economic costs. Draft GPS 2018 results Reduction in deaths and serious injuries. New Government signals for transport Increased efforts across the system to significantly reduce deaths and serious injuries. Delivery of safety improvements including speed management [Waikato is one of three regions to trial a new speed management demonstration project under the new Government] 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. 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. 36

37 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. 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 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. 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) 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. 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 Section 2: Strategic context for Waikato's key transport problems 37

38 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan 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. 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. There are particular challenges across the transport modes that need to be addressed in order to aspire to the above. 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. 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 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 and community well being - 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 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 decline in patronage. Figure 12 'Waikato public transport patronage levels ' shows Public Transport patronage levels for the region. 38

39 investment in rail, including a desire to see a future inter regional 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 trial two year inter regional rail service from Hamilton to Auckland that could be up and running within 18 months. Figure 12 Waikato public transport patronage levels The agreed focus, through Access Hamilton and the RPTP review, which has informed 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 (GPS) 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. Government signals ahead of the new GPS are clearly indicating greater priority investment in public transport. With the Waikato RPTP currently under review, the region is well placed to respond to these signals 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 new government that wants to see progress in this area. Policy signals include a greater emphasis on The Minister of Transport has confirmed the Government's intention to progress this work as a matter of priority, including advancing of the Auckland to Hamilton corridor as part of a wider regional growth initiative. Any decisions however, on a regional passenger rail service, including Government funding contributions, are at this stage unknown ahead of the new GPS being released. In the absence of funding certainty, key stakeholders will continue to work through the wider Strategic Business Case and advance investigations into the interim 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 inter regional 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 park and ride facilities in Hamilton city and Waikato district to support multimodal inter regional journeys. Hamiton City has already secured land for a rail platform and park and ride facility in the north of the city. This draft plan also supports a placeholder activity in Appendix 8 to support a Section 2: Strategic context for Waikato's key transport problems 39

40 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan provisional inter regional rail service between Hamilton and Auckland, contingent on central government funding and confirmation in relevant Long Term Plans. Despite the challenges, the Regional Transport Committee continues to advocate for protection of our strategic rail corridors and advancing investigations into future inter regional 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 draft plan 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 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. 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 15 Access Hamilton Programme 2017 important to improve access and mobility outcomes for the transport disadvantaged (disabled access and for those people without access to a private motor vehicle). Government signals ahead of a revised GPS are indicating greater priority and investment in walking and cycling. 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 new Government wants to see. Problem benefits access and mobility ILM benefit Improved social and economic outcomes. Draft GPS 2018 results Provide an appropriate and accessible travel choices, particularly for people with limited access to a private vehicle. Increased safe cycling through improvement of cycle networks. New Government signals for transport Improved access for more liveable cities and thriving regions. increased support for active modes increased use of rail to enable efficient passenger use (priority progress on Hamilton to Auckland passenger rail service) greater priority for public transport in cities (including supporting new housing) Enabling better environmental outcomes. 40

41 Problem benefits access and mobility delivering health, safety and environmental benefits reducing carbon emissions from transport by increasing lower emission modes (walking, cycling, public transport) Section 2: Strategic context for Waikato's key transport problems 41

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

43 Section 3: Regional policy framework

44 Section 3: Regional policy framework 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. 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. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Figure 13 Investment Logic Map outcomes 44

45 3.2.1 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 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 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. 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. 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 were developed to ensure consistency with the Draft GPS 2018/19. They are also considered to be consistent with the new Government's transport policy signals. 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 40% 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 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. Road safety 35% Access and mobility 25% 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. 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. 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 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 Section 3: Regional policy framework 45

46 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. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan 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 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. 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 table below. 46

47 New focus for economic 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 Rural 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 ). 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 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 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, provides a new spatial overview of the strategic corridor policies that are contained in the economic 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. Section 3: Regional policy framework 47

48 3.7 Strategic corridors and economic 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. 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. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan 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 the region s number two 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 inter regional 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 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 P5 P6 P7 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. 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. 48

49 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 and transport needs of the region. Support key Hamilton city urban projects that serve the economic needs and desired outcomes of the greater Hamilton urban area. Key implementation measures M1 M2 M3 M4 M5 M6 M7 M8 M9 M10 M11 M12 M13 RTC to advocate for funding for of SH1 Cambridge to Piarere to Expressway standard. 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 interim Hamilton to Auckland 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 can be effectively promoted, through of the land transport network. 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're seeking Move people and goods more efficiently (reliability of travel times on interregionally and intraregionally significant strategic corridors supporting economic growth and productivity). Increase use of rail to enable efficient freight and passenger use. Reduced social and economic costs and improved economic outcomes. A more resilient and effective integrated land transport system. Section 3: Regional policy framework 49

50 A transport system that supports new housing and interregional commuting - new and infill growth areas are supported by multimodal transport infrastructure and services. A transport system that supports regional. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan

51 NIMT AUCKLAND Support of inter-regionally significant transport activities Wex Southern corridor optimisation Railprojects to resolve constraints on rail network outcomes SH2 ARANAKI Promote the use of rail for freight and future passenger movements. SH25 & 25A SH2 Improve network resilience, route reliability and safety in recognition of its particular vulnerability to climate relate 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. SH1/29 NIMT/ECMT Coromandel AUCKLAND 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. Whitianga 25 Develop transport infrastructure and services in high growth urban areas e.g. North WaikatoPukekohe PT options. Tairua Thames Bay of Plenty 25A Whangamata 25 2 Develop and grow a connected network of regional cycling trails 26 1 Waihi Paeroa 2 27 Waikato Expressway Support of inter-regionally significant transport activities Wex SH1/29 corridor improvements Resilience and efficiency projects to enhance ECMT outcomes SH2 25 Te Aroha Huntly Region s number one priority SH5 Improve network resilience supporting SH5 s tourism TAURANGA function through to Rotorua. Morrinsville HAMILTON Raglan Matamata 23 Southern links and Hamilton 21 Cambridge Ring Road Te Awamutu Kawhia 31 3 SH3 Improve network resilience, route security and safety in recognition of its function as a key tourism, freight and energy corridor. 5 ExtensionPutaruru of Wex to Piarere SH1 South of Taupo Region s number two Ōtorohanga transport priority 37 Te Kūiti Improve network Rotoruaresilience, route reliability and safety in recognition of its function as a principal route linking Upper 30 North Island to Wellington. 1 Tokoroa NIMT 32 Promote as primary rail freight corridor connecting upper and lower North Island. Taupō Lake Taupō Taranaki Support of inter-regionally significant transport activities SH3 improvement projects to improve freight efficiency and safety Turangi Manawatu/Wanganui Support of inter-regionally significant transport activities Improvement projects to address resilience and safety. 1

52 Huntly Support key urban projects that serve the economic 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 Potential Regional Road Corridor Potential Arterial Road Corridor ( ) GREATER HAMILTON 2021 Transport Network * 1 National Rail Corridor Regional Rail Corridor Ngāruawāhia Local Authority boundaries Airport Prioritise and optimise networks and services for different modes e.g. public 39A transport 23 Waikato Expressway Western c orridor River Road North-south connector Develop transport infrastructure services in high growth areas consistent 39 with national policy requirements. Wairere Drive Cross-city connector Southern links Hamilton City Wairere Drive extension Southern links Waikato Expressway 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. Plan and grow interconnected cycle and 26 pedestrian networks in urban areas. Grow public transport and active mode share in Hamilton. Ensure regionally significant corridors are protected and WAIPA DISTRICT developed to serve the future and transport needs of the region Cambridge

53 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 P12 P13 The Waikato Regional Road Forum is empowered as a key collaborative group to oversee planning and delivery of road safety in the region. 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 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. M18 M19 M20 M21 M22 M23 M24 The RTC and Waikato Regional Road Forum to collectively advocate on road safety issues and national policies that have the potential to significantly impact on road safety outcomes, including the safety of the vehicle fleet, automated enforcement tools for speed management, and funding. 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 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. 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. Section 3: Regional policy framework 53

54 Long term results we are seeking Reduced social and economic costs. Improved social and economic benefits. Zero deaths and serious injuries on Waikato roads. 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. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan 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. 54

55 3.9 Access and mobility templates 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. 7. 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 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. P20 P21 P22 P23 P24 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. Key implementation measures Section 3: Regional policy framework 55

56 ACCESS AND MOBILITY - 25 PER CENT WEIGHTING M25 M26 M27 M28 M29 M30 M31 M32 M33 HCC, WRC and NZ Transport Agency (NZTA or the 'Agency') 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 Rural 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. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan M34 M35 M36 M37 M38 M39 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 interim Hamilton to Auckland passenger rail service. Transport partners to work with tangata whenua and other interested parties to co-ordinate 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 Improved social and economic benefits/enhance wellbeing of people and environment. Improved access to move towards more livable cities, towns and a thriving region. A transport system that is adaptive to facilitate the needs of our people. Improved transport choice - more investment in public transport, walking and cycling. A public transport system that supports new housing. Reduced transport disadvantage. Equity of accessibility. 56

57 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. 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 P27 P28 The land transport system is managed and developed in a responsive, collaborative and integrated manner. Land use does not compromise the safety and efficiency of the transport system. 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 processes. Key implementation measures M40 M41 M42 M43 M44 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. M45 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 that enables better environmental outcomes. Section 3: Regional policy framework 57

58 3.11 Affordability underpinning objective template AFFORDABILITY Issues The regional land transport system needs adequate maintenance and 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 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. Policies P29 Support collaborative arrangements that maximise efficiencies across the regional transport system. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan 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 M46 M47 M48 M49 M50 M51 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. The RTC to advocate for integrated national road and rail funding and to advocate for significant central government funding subsidy for a trial Hamilton to Auckland inter regional passenger rail service. The RTC and transport partners to explore innovative and collaborative alternative transport funding solutions including co-investment arrangements. 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. 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, in line with government priorities. Innovative collaborative funding and investment arrangements. 58

59 3.12 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. 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 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. Key implementation measures M52 M53 M54 M55 M56 M57 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 of a flexible network that can accommodate the new technology. Section 3: Regional policy framework 59

60 ENVIRONMENTAL SUSTAINABILITY AND RESILIENCE M58 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 impacts of transport. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Slip, SH25a, Kopu-Hikuai Rd, Coromandel Peninsula. Photo: NZ Transport Agency 60

61 Part B: Regional programme of transport activities

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

63 Section 4: Regional programme of transport activities

64 Section 4: Regional programme of transport acvtivities 4.1 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. 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). Waikato Regional 2018 update to the Waikato Regional Land Transport 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. Figure 15 Proportion of programme activities (number) by primary objective contribution for the next 6 years Figure 15 'Proportion of programme activities (number) by primary objective contribution for the next 6 years' illustrates the proportion of activities listed in the programme that can be primarily attributed to each of the three objectives, as well as resilience, general activities (such as replacement, maintenance and renewal) and administration activities. In reality, each activity may contribute towards more than one objective, however, for the purpose of this exercise a high level analysis has been undertaken only, showing the primary objective that each activity contributes towards. The general category has been included, and is largely made up of replacement, maintenance and renewal activities, for the reasons outlined in the box over the page. 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. Replacement, maintenance and renewal activities 64

65 The LTMA requires Regional Land Transport Plans (RLTP) 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 draft 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: 40% 35% Access and mobility 25% Figure 15 '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 and strategic corridors, and to safety objectives, which aligns with the weightings confirmed in the ILM. 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 SH1 Extension of Waikato Expressway through to Piarere SH 29 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 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. 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 Development/Strategic Corridors, Road and Access and Mobility. A summary of the significance policy is included below. 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, 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 Section 4: Regional programme of transport activities 65

66 4.3.2 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. Figure 16 Proportion of programme activities (number) by primary objective contribution for the next 6 years The process involved a four step methodology as follows: Waikato Regional 2018 update to the Waikato Regional Land Transport Plan 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 7 '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 Figure 16 '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 economic and strategic corridor activities make up the largest grouping of activities, followed by regionally significant safety and access and mobility activities. This broadly aligns with the weightings given to these objectives by the RTC. 66

67 Regional projects Stock truck effluent facilities: Waikato District, South Waikato District and Taupo District Weigh facility Waikato CONTRIBUTION OF REGIONALLY SIGNIFICANT ACTIVITIES TO OBJECTIVES Key contribution Environmental sustainability Road safety LEGEND BAY OF PLENTY Access and Mobility Coromandel Existing commitments Whitianga AUCKLAND 25 Coromandel short term SH25 Tairua saftey improvements /Pauanui 25 Thames 25A Pokeno Whangamata Ngatea 2 SH25 (Paeroa to Waihi), NSRRP Tuakau SH2 Mangatarata to Paeroa safety improvements Te Kauwhata SH2 Pokeno to Managatarata 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 imporovments Cambridge Matamata 29 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 Gordington 32 Taupō Lake Taupõ Southern Links Peacocke Growth Activities CAMBRIDGE SH1 Hamilton to Cambridge Cycle Connection Tūrangi 5 SH1 Taupō to Waiouru improvements BAY OF PLENTY

68 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 and strategic corridors Waikato Expressway SH1/29 interregional corridor package Committed activities and extension of Expressway to realise the full benefits of investment and contribution to upper North Island social and economic outcomes. Resilience package Activities that address regional hotspots. Committed activities to complete the Waikato Expressway by SH1 Cambridge to Piarere extension to Waikato Expressway. SH29 corridor projects. State highway resilience projects on SH3 and SH25 Coromandel Peninsula. There is significant investment via committed activities in the programme relating to the Waikato Expressway. The programme shows significant continued programme investment in economic 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. 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. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Hamilton growth package Combination of activities to provide for projected growth of and to ensure Hamilton is a liveable city with transport options. 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 Combination of state highway and local road activities, funding of Areas of high risk across regional transport network (SH1, 2, 24, 26 and 39). 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. Many of the projects attributed to the economic 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. 68

69 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. Table 1 Regional land transport programme work packages for the 2018 update to the RLTP 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 the upper North Island 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 inter-regionally 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 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. Description 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 economic 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 Section 4: Regional programme of transport activities 69

70 Activity Description to address constraints for future passenger rail in the upper North Island or make efficiency improvements on the wider transport network. 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. Inter-regional integrated planning activities that support integrated land use and transport investment responses. 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. 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. Significant interregional activities to Taranaki Waikato Regional 2018 update to the Waikato Regional Land Transport Plan 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. Significant interregional activities to Manawatu / Wanganui region and south Interregional planning activities that consider resilience, safety, route security and reliability outcomes (Taupō to Turangi 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 SH49. 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. 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 Turangi 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

71 4.6 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 inter-regional 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). 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 potential funding streams identified leading up to and following the 2017 national elections could help to address some of these significant activities funded outside of the NLTF, however at the time of writing this plan it was still unclear what additional funds would be confirmed and how they might address these activities. Road flexible safety barriers. Photo: NZ Transport Agency Section 4: Regional programme of transport activities 71

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

73 Section 5: Funding

74 Section 5: Funding 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. This 2018 update to the 2015 Plan has been developed under the previous government s draft GPS with the new government coming in after the draft Plan had been developed. The 10 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 investment management (transport planning). 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. The Government has signalled ahead of a revised GPS that the activity classes are likely to remain the same. The funding ranges will, however, be reprioritised to reflect the Government's transport priorities. It is understood that the Minister of Transport is currently considering how signals for investment in mass transit can be provided, and this may entail a new activity class. It is considered the draft RLTP is flexible enough to respond to any realignment in funding of activity classes, and the plan already supports activities that could potentially target a new activity class. A second stage 74

75 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 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 urban renewal footpath work and seal extensions in rural areas that do not get picked up in this figure. The actual amounts of local funding contributions are subject to the long term plan and annual plan processes of each council. Consequently, the programme as outlined in this plan is subject to ongoing changes that will affect which activities get funded and the level of funding 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 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 National 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 National 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. It is still to be confirmed under the new government whether this funding source will be extended beyond 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 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. During the 2017 national elections there was a lot of discussion about the future of passenger rail and potential funding sources for regional passenger rail. New funding commitments have not yet been made by the new government but are discussed in the following section Emerging funding streams Leading up to the national election in 2017 there were a number of election promises regarding transport priorities and funding sources. The Labour and NZ First coalition agreement and the Labour and Green party confidence and supply agreement have identified transport priorities, and potential new funding sources. At the time of writing this plan, some of the potential and emerging sources of funds include: Providing regional passenger rail from Auckland to Tauranga via Hamilton with $20 million identified to establish and operate services over a five year period. As discussed in Section 5: Funding 75

76 section ,, with the support of Waikato Regional, is advocating for significant central government funding for an interim Hamilton to Auckland inter regional passenger rail service. Providing an additional $100 million for the urban cycleways fund over the next three years. Establishing a $15 million per annum active neighbourhoods contestable fund for smaller level walking and cycling projects in local communities. Allowing Auckland to collect a regional fuel tax to fund the acceleration of investment in rail within Auckland, along with infrastructure bonds and targeted rates to capture value uplift. Making more funding available for transport projects of regional importance by doubling the funding range to $140 million to $280 million. A $1billion regional economic and primary industry fund that would include regional rail and a feasibility study on options for moving the Port of Auckland (also potentially for an inter regional passenger rail service between Hamilton and Auckland). Increasing investment in cycling and walking. 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 $1 billion, with other funding sources still to be confirmed. Long term plan and annual plan processes will affect the final values, and ongoing regional land transport plan reviews will also affect the activities proposed, as well as values. However, the 10-year forecast does give an indicative forecast of expenditure based on the best information available at this time. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan At the time of writing this plan no commitment has been made by the Government towards these potential sources of funding for transport and as such these funding sources cannot be relied upon as yet. However, it is considered that the draft 2018 update to the 2015 plan is well placed to uptake any new funding opportunities year forecast of revenue and expenditure The LTMA requires regional land transport plans to include a financial forecast of anticipated revenue and expenditure on activities for the 10 financial years from the start of the regional Activity class State highway improvements Local road improvements Regional improvements Walking and cycling improvements State highway maintenance Local road maintenance Public transport Road safety promotion Investment management (transport planning) 10 year total ($ millions) $2,642.4 $583.7 Figure year forecast by activity class Figure 17 '10 year forecast by activity class' illustrates that there is significant investment going into roading improvement and maintenance activities, both for state highways and local roads. NLTF share ($ millions) $2,642.4 $301.8 These will be confirmed by NZTA after moderation. $68.6 $877.0 $1,175.8 $291.2 $27.3 $19.1 $38.4 $877.0 $641.5 $148.5 $14.4 $11.4 Local share ($ millions) $- $ $30.2 $- $534.4 $142.7 $12.9 $7.6 76

77 Activity class 10 year total ($ millions) NLTF share ($ millions) Local share ($ millions) Totals $5,685.1 $4,675.4 $1,009.7 Unsubsidised activities $289.6 $- $289.6 Total 10 year investment $5,974.7 $- $- 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 18 'Short term investment by activity class' shows that the investment balance is broadly similar to the investment profile observed for the 10 year forecast. Figure 19 Contribution by investment to objective areas Figure 18 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 Contribution of investment towards the plans objectives and priorities Figure 19 '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. 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 of proposed investment is aligned to economic with approximately 47 per cent of proposed investment by value supporting this primary objective. This is followed by safety at approximately 15 per cent and access and mobility at approximately 6 per cent. 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 1.3 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 of sections of the Waikato Expressway, which have primary alignment to economic. When assessing by value, due to the size of these activities and the value attached to them, this skews the investment weighting towards this objective area. However, it is recognised that these activities have significant contribution to enhancing safety and access and mobility outcomes. If we were to break Section 5: Funding 77

78 down the benefit contribution by objective further, this may see a rebalancing of the investment profile across the other objective areas. Keeping this in mind, although the pattern of investment observed mirrors the hierarchy of objectives confirmed by the plan, the balance is still strongly weighted towards economic. Opportunity exists within the region to advocate for additional investment to be directed towards activities with safety and access and mobility outcomes as a primary focus to address this balance. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan

79 Section 6: Monitoring the Regional Land Transport Plan

80 Section 6: Monitoring the Regional Land Transport Plan 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. 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 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 Rural Transport Forum and the Regional Cycling Steering Group. Stakeholders responsible for other transport plans and strategies, such as the Regional Road Strategy , 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). 6.3 Monitoring report cards A report card of monitoring measures has been developed for the plan and is included as Table 3. 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. 80

81 Problem High-level ILM benefits Long term results we are seeking RLTP monitoring measurements Report card indicator (Y/N) 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 supporting economic growth and productivity). Moving more freight on rail corridors. Increased use of rail to enable efficient passenger use. Reduced social and economic costs and improved economic outcomes. A more resilient and effective integrated land transport system. A transport system that supports regional. 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. A transport system that supports new housing and inter regional commuting. New and infill growth areas are supported by multi modal transport infrastructure and services. 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 Table RLTP monitoring report card- and strategic corridors Problem Road safety High-level ILM benefits KPI 1: Decrease in deaths and serious injuries. KPI 2: Decrease in network closure due to incident. KPI 3: Decrease annual social cost of road crashes. Long term results we are seeking Reduced social and economic costs. Improved social and economic benefits. Zero deaths and serious injuries on Waikato roads. RLTP monitoring measurements KPI 1: Reduced number of deaths and serious injury crashes for each mode and crash factor, compared to the five year average baseline. KPI 2: Reduced annual social cost of Waikato regional road crashes. KPI 3: All districts within the Waikato region have a Speed Management Plan in place by Other contributing monitoring frameworks Report card indicator (Y/N) Section 6: Monitoring the Regional Land Transport Plan 81

82 Problem High-level ILM benefits Long term results we are seeking RLTP monitoring measurements Report card indicator (Y/N) Qualitative monitoring of stakeholder actions in the RLTP (implementation measures in Section 3). Waikato Regional Road Strategy through the Regional Road Forum, NZ Police Road Policing Action Plan, Access Hamilton Strategy Table RLTP monitoring report card-road safety Problem High-level ILM benefits Long term results we are seeking RLTP monitoring measurements Report card indicator (Y/N) Waikato Regional 2018 update to the Waikato Regional Land Transport Plan Access and mobility KPI 1: Increase use of active transport modes. KPI 2: Increase public transport patronage. KPI 3: Increase investment in accessibility projects. Improved social and economic benefits/enhanced wellbeing of people and environment. Improved transport choice - more investment in public transport, walking and cycling. A public transport system that supports 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 our people. Equity of accessibility. KPI 1: Increase annual passenger boardings per capita above 2015 levels. KPI 2: Increase public transport, 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 other urban centres from 2018 levels. KPI 5: Increase level of investment targeting inclusive infrastructure in Hamilton and rural towns compared to KPI 6: Increased investment in urban cycle facilities in urban centres from 2018 levels. KPI 7: Reduce distance per capita travelled in single occupancy vehicles in Hamilton on weekdays below 2017 levels. Other contributing monitoring frameworks Table RLTP monitoring report card-access and mobility Qualitative monitoring of stakeholder actions in RLTP (implementation measures in Section 3). Access Hamilton Strategy, Regional Public Transport Plan , Regional Cycling Business Case outcomes, Regional Policy Statement 82

83 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. Affordability 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, in line with government priorities. 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. Innovative collaborative funding and investment arrangements. Environmental sustainability and resilience A land transport system that is adaptive, resilient, energy efficient and environmentally sustainable. Reduced environmental impacts of transport. A land transport plan that enables better environmental outcomes. 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 Regional Policy Statement, Future Proof Strategy, Access Hamilton Strategy, National Energy Efficiency and Conservation Strategy, Waikato Regional air quality monitoring framework. Table RLTP monitoring report card-underpinning objectives Section 6: Monitoring the Regional Land Transport Plan 83

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

85 Section 7: Delivering the plan and looking towards 2021

86 Section 7: Delivering the plan and looking towards 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, particularly in the objective area of strategic corridors and economic, and in road safety. 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 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 Regional Land Transport Plan in In the interim, the empowerment of the Rural Transport Forum should drive a greater focus in this area. Whilst this 2018 update to the RLTP has been developed under the draft 2018 Government Policy Statement on Land Transport (the previous government s strategic policy view), it is evident the Waikato Regional Transport Committee, representing the key transport stakeholders in the region, has a strong consensus view on regional problems and priorities. As an interim mid-term update, Government policy will need to be considered when the new GPS is released and for the of the next RLTP. At this point in time however, and based on the early policy signals to date, our regional land transport objectives and priorities are considered to be broadly consistent with the Minister of Transport's intent for the transport sector. 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. 86

87 Appendices

88 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. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan s14 (a)(ii) s14(b)(i) and (ii) The Regional Land Transport Plan is consistent with the General Policy Statement (GPS) on land transport. 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 Plan was reviewed to ensure that updated objectives, priorities and policies were consistent with the previous government's draft GPS 2018/19. In the absence of a new GPS under the Labour/NZ First Coallition Government, the Plan then went through a final review just prior to public notification to ensure that the policy framework was consistent with the most up to date transport policy signals from the Minister. 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 closely reflect and give effect to national 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 process, including the detailed examination of strategic options upon which the resulting outcomes of the existing Strategy were based. 88

89 LTMA section reference Provision Description on how the plan meets the statutory requirements 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. s14(c)(i) The RTC has taken into account the National Energy Efficiency and Conservation Strategy. 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. s14(c)(ii) 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 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. 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. Appendices 89

90 LTMA section reference Provision Description on how the plan meets the statutory requirements 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 4.4 outlines significant activities to be funded from outside the National Land Transport Fund (NLTF). Section 4 identifies those activities that have interregional significance Waikato Regional 2018 update to the Waikato Regional Land Transport Plan s16(3)(a) s16(3)(c)(i)-(iii) s16(3)(d) 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: 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. 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 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 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. 90

91 LTMA section reference Provision Description on how the plan meets the statutory requirements 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. - the objective or policy to which the activity will contribute - an estimate of the total cost and the cost for each year Section 6 addresses monitoring the plan, and includes the framework that will be used to monitor the key performance indicators. - 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. s16(5)(a) and (b) 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 RLTP has been developed in accordance with the NZ Transport Agency s (NZTA or the Agency) Business Case Guidance for 2018 RLTP reviews, as outlined in Appendix 2. s16(6)(b The Regional Land Transport Plan must include an assessment of the relationship of police activities to the Regional Land Transport Plan. A discussion on the relationship of police activities to the Plan is included in Section 4. s16(6)(c) 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. Appendix 8 includes these activities 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 of the plan. Appendices 91

92 LTMA section reference Provision Description on how the plan meets the statutory requirements 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. 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 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. Waikato Regional 2018 update to the Waikato Regional Land Transport Plan s18b(1) and (2) s18b(3) s18g. 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 Regional Land Transport Plan has been formally adopted at a meeting of the. 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. 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 final draft Plan will be received by the RTC following consultation and there will be a recommendation to approve and forward to Waikato Regional for adoption. The final draft Plan will be adopted by once consultation is complete and the RTC has recommended adoption of the Plan. Appendix 3 includes a process diagram outlining the consultation undertaken at each phase of of the plan. For the 2015 Plan there was a robust policy process with iwi. All policies developed at that time have been retained. There was also further consultation undertaken through Long Term Plan. 92

93 LTMA section reference s18h Provision The Agency and approved public organisations must, with respect to funding from the National Land Transport Fund: 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 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 Appendix 3 includes a process diagram outlining the consultation undertaken at each phase of of the plan. For the 2015 Plan there was a robust policy process with Iwi. All policies developed at that time have been retained. There was also further consultation undertaken through Long Term Plan. 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. Appendices 93

94 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 Waikato Regional 2018 update to the Waikato Regional Land Transport Plan 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 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 with 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. 94

95 Alignment with NZ Transport Agency Business Case Approach Guidance for 2018 Regional Land Transport Plan reviews 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 national 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 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). Appendices 95

96 Appendix 3 - Process for reviewing the plan Waikato Regional 2018 update to the Waikato Regional Land Transport Plan

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