Agenda of Regional Transport Committee

Hawke’s Bay Regional Council

Regional Transport Committee

10 June 2022

Subject: Proposed Public Transport Network Plan

Reason for Report

1. This item presents a proposed new Public Transport Network Plan, which will form the basis of the Regional Public Transport Plan (RPTP), and seeks feedback from the Committee ahead of presenting it to the Regional Council for consideration and incorporation into the RPTP for adoption for public consultation.

Background

2. Under the Land Transport Management Act 2003 (LTMA), every Regional Council must adopt a Regional Public Transport Plan unless it does not intend to enter into any contracts for the supply of public transport services, or provide any financial assistance to any operator or user of a taxi or shuttle service.

3. Hawke’s Bay Regional Council’s Regional Public Transport Plan was last adopted in April 2019, and was the first developed under the new LTMA requirements, incorporating the principles of the Public Transport Operating Model. The RTC assisted with the preparation of the plan, which must be adopted by the Regional Council in accordance with the LTMA.

4. The Act states that an RPTP must be reviewed and, if necessary, renewed or varied at the same time as, or as soon as practicable after, the public transport components of a regional land transport plan are approved or varied. As the Regional Land Transport Plan has recently been reviewed and varied, it is timely for a review of the RPTP.

5. The purpose of an RPTP is to provide a public statement of:

5.1. the public transport services that the Council considers integral to the network

5.2. the policies and procedures, information and infrastructure that apply to those services.

6. Development and review of an RPTP also provides an opportunity for public input into the design and operation of the public transport network.

Review Progress to date

8. Review progress is contained within the attached memorandum.

Next Steps

11. The Committee is asked to provide any comment on the draft Public Transport Network Plan before it is submitted for consideration by the Regional Council as part of the RPTP. Once approved, it will be released for a full public consultation process in August 2022.

Decision Making Process

12. Council and its committees are required to make every decision in accordance with the requirements of the Local Government Act 2002 (the Act). Staff have assessed the requirements in relation to this item and have concluded:

12.1 The decision does not significantly alter the service provision or affect a strategic asset, nor is it inconsistent with an existing policy or plan.

12.2 This decision to endorse the proposed Public Transport Network Plan is not significant under the criteria contained in Council’s adopted Significance and Engagement Policy.

12.3 The use of a public consultation process by the Regional Council is prescribed by legislation prior to adoption of a new Regional Public Transport Plan.

Recommendation

That the Regional Transport Committee:

1. Receives and considers the Proposed Public Transport Network Plan staff report

2. Agrees that the decisions to be made are not significant under the criteria contained in Council’s adopted Significance and Engagement Policy, and that the Committee can exercise its discretion and make decisions on this issue without conferring directly with the community.

3. Endorses the Proposed Public Transport Network Plan as amended in accordance with feedback received on 10 June 2022.

4. Recommends that Hawke’s Bay Regional Council adopts the draft Regional Public Transport Plan, as amended to incorporate the Proposed Public Transport Network Plan endorsed by the 10 June 2022 Regional Transport Committee meeting, for public consultation.

Authored by:

Katie Nimon

Transport Manager

Approved by:

Katrina Brunton

Group Manager Policy & Regulation

Attachment/s

1 ⇩	MRCagney Memo re Public Transport Network Review
2 ⇩	Proposed Public Transport Network Map

HAWKE’S BAY REGIONAL COUNCIL

Regional Transport Committee

10 June 2022

Subject: Regional Active Transport Committee

Reason for Report

1. This report proposes a new governance structure for cycling as an active mode of transport. The intention of the recommended proposal is to improve the governance function for Active Transport, feeding into the Transport Technical Advisory Group (TAG). This will contribute to improvements to Active Transport, allow the respective committees more efficiency and allow for improved decision-making.

Officers’ Recommendations

2. Staff recommend that the Regional Cycle Governance Group (RCGG) is dissolved and its members distributed amongst a proposed new Hawke’s Bay Trails Steering Group, and the respective Active Transport groups for Napier City Council (NCC) and Hastings District Council (HDC) be merged to form a new Cycling and Active Transport Technical Advisory Group (TAG).

Executive Summary

3. This report proposes an improvement to the current governance structure for active transport and recreational cycling, being:

3.1. Active Transport Groups, from HDC, NCC, WDC, and CHBDC, one representative each from Hawke’s Bay District Health Board (HBDHB), and Bike On join the Regional TAG to ensure that cycling and active modes of transport are integral to transport decisions and technical advice provided to the RTC, or

3.2. Alternatively; Active transport groups, from HDC, NCC, WDC, and CHBDC, one representative each from Hawke’s Bay District Health Board (HBDHB), Waka Kotahi (NZTA), Bike On, and Hawke’s Bay Regional Council (HBRC) come together to form a new Cycling and Active Transport Technical Advisory group, or

3.3. In accordance with the proposal from the existing members of the Regional Cycle Governance Group, establish the Hawke’s Bay Regional Active Transport Committee with the chair of the Committee being made an advisory and voting member to the Regional Transport Committee.

4. The Regional Transport Committee has full governing responsibility for a Hawke’s Bay transport network that is vibrant, aqccessible and sustainable including active modes of transport including cycling and walking.

5. The proposed changes will ensure active transport groups, are connected to the Regional Transport Advisory Group with more streamlined advice and reporting to the Regional Transport Committee.

Background /Discussion

6. The Regional Cycle Governance Group, formed in August 2014, is a forum committed to providing safe cycling for transport and recreation for local residents and visitors to Hawke’s Bay. It should be noted that while the Governance Group in name implies governance, it was actually a working group and not a formally constituted Governance Group.

7. In 2014, Cycling did not have a perceived place in Transport. The Group existed to ensure that those organisations with roles in the provision of cycling engaged in a collaborative, structured, transparent and strategic manner to ensure a successful, integrated regional model.

8. Hawke’s Bay Regional Cycle Plan 2021 outlines the region’s objectives, and who and how we will maximise the social, environmental, and financial benefits from walking and cycling. It is proposed that this document will be reviewed and updated by the RTC as part of the Regional Public Transport Plan (RPTP).

9. The key differences between the Hawke’s Bay Trails Great Ride and iWay networks are the user experience, goals and funding. Although different values, they work closely together to align and maximise the benefits of this regional network for walking and cycling. It is critical that they align for connectivity.

10. In 2010 the Hawke’s Bay Regional Council successfully attained $2.6M of government funding which HBRC, NCC, HDC and Rotary Pathways Trust co-funded. The government funding was part of the Ngā Haerenga, New Zealand Cycle Trail (NZCT) national initiative to develop a network of world class cycling trails, known as the Great Rides. These rides showcase the best of New Zealand’s landscapes, environment, culture and heritage, creating a world class tourism asset and visitor experience. Further MBIE funding was again received in 2019, with co-funding from HBRC, HDC and NCC.

11. Led by Hawke’s Bay Regional Council, the investment from Ministry of Business, Innovation and Employment (MBIE) and local councils/Rotary Pathways Trust enabled development of 186.3 km of trails known as the Hawke’s Bay Trails. These trails are made up of three experiences: Landscapes, Wineries and Water Rides. The Hawke’s Bay Trails injects $10.3M into the region’s economy from domestic tourism and a further $1.89M from international tourism. A total of $12.19M annually.

12. As part of the requirements for status/funding through MBIE to be a Great Ride under Ngā Haerenga (New Zealand Cycle Trails), Hawke’s Bay Trails management needs to include:

12.1. a robust governance structure. It is proposed that an HBRC-led Hawke’s Bay Trails Steering Group be formalised with the Hawke’s Bay Trails MOU document underpinning this Group. When meetings are held quarterly, the intention is to focus on the Hawke’s Bay Trails goals as a recreation and tourism experience. This is assessed yearly through a New Zealand Cycle Trail ‘Warrant of Fitness’ that includes a section on Trail ownership and governance.

12.2. The Hawke’s Bay Trails Steering Group would be led by HBRC with representatives from key stakeholders HDC, NCC, HB Tourism and NZTA.

12.3. Safety and operations plans meeting the standards of New Zealand Cycle Trail Inc.

13. The Hawke’s Bay Trails Steering Group evolved to become broader than its original purpose and this has led to some frustration that the group wasn’t able to interact and influence the Regional Transport Committee or the Napier City Council and Hastings District Council iWay or other council walking and cycling planning and delivery in a coordinated way.

Proposed approach from the Regional Cycle Governance Group

14. There is concern from the members of the Regional Cycle Governance Group that the Regional TAG and RTC do not adequately provide for cycling and active modes of transport. As the current Regional Cycle Governance Group is to be reformed to its original purpose, they have proposed to establish a Regional Active Transport Committee and have set out a draft Terms of Reference for the consideration of the Regional Transport Committee.

15. The group has proposed their purpose to be to “influence and direct the development of a direct, comfortable attractive, cohesive but most of all safe walking/ccling network as a means of transport for local residents and visitors to Hawke’s Bay. Recreational active transport is a subset but not the main focus of the HBRATC objectives. It exists to advise those organisations with roles in the provision of active transport to understand and implement a successful, integrated regional active transport model. ”

16. The membership of the group is proposed to include:

16.1. Local and Regional Authorities (5) – one elected member from each authority

16.2. Hawke’s Bay District Health Board – one member

16.3. Waka Kotahi - one member

16.4. Delegated members (3): HBRC Transport Manager; BikeOn NZ Trust representative, Iwi representative from Ngāti Kahungunu, Bike HB

16.5. Supporting Technical Officers – one member of each respective council/regional authority (5), involved with implementing council active transport plans

16.6. With a chair to be elected by members after each triennial election that will report to the Regional Transport Committee and have voting rights on the RTC.

17. The Terms of Reference note that the Committee would not be a decision-making committee, except in respect to its own activities and while its decisions would not be binding on any associated organisation, “it is expected that any planning discussions by member organisations will include input from the committee which in turn will contribute to improved active transport infrastructure in the region, including the iWays network, to ensure that there is a cohesive regional wide plan and connected network. Any proposed new residential/commercial/industrial development will require network planning, and to ensure that walking/cycling infrastructure is considered, the RATC will need to be consulted on the proposed transport infrastructure.”

18. The RATC is proposed to have responsibility to prepare a Hawke’s Bay Regional Active Transport Plan, to be part of the Regional Transport Plan.

Existing Committees and Structures

19. The Napier City Council and Hastings District Council iWay urban routes provide safe cycle and walking paths focused on active transport for local communities. These facilities include on-street cycle lanes as well as grade-separated multi-use paths catering specifically for commuters, children cycling to school and recreational cyclists connecting to the wider network. They attract co-funding from Waka Kotahi NZTA.

20. Active Transport, as a mode of transport including walking and cycling, is planned through the Regional Land Transport Plan and funded by Waka Kotahi. Governance of these activities is by the RTC. Planning and advice for active transport currently comes to the RTC from the Regional TAG and submissions made through consultation phases of the Regional Land Transport Plan.

21. The current Regional Technical Advisory Group includes membership from NCC, HDC, WDC, CHBDC, HBRC, Waka Kotahi and includes officers that are on existing Active Transport Committees within those organisations.

22. The Regional Cycle Governance Group includes mostly the same membership of NCC, HDC, HBRC, CHBDC, WDC, Waka Kotahi, but also includes the DHB and BikeOn. The only organisations currently not on the Regional TAG is DHB and Bikeon, noting BikeOn is not currently active members of the Regional Cycle Governance Group.

23. It is essential that membership of the current Regional Technical Advisory Group includes active transport members from these organisations and could easily include additional members into the Regional TAG to ensure the members of the Active Transport Committees are representatives on the Regional TAG.

24. The Regional Land Transport Plan vision that Hawke's Bay’s transport network fosters a vibrant, accessible and sustainable carbon neutral Hawke’s BayTransport Mode shift requires integration of the Active Transport Committees, DHB and other interested organisations such as Bikeon into the Regional TAG to ensure that cycling and active modes of transport are integral to transport planning.

25. The Regional Transport Committee is responsible for ensuring the outcomes ro reach the vision aim to:

25.1. Achieve a safe transport system for users

25.2. Achieve a transport network that is resilient, reliable and efficient

25.3. Provide transport choices to meet social, environmental and cultural needs

25.4. Develop a transport system that contributes to a carbon neutral Hawkes Bay

25.5. Minimise travel demand through planning and development.

26. Achieving these outcomes requires an integrated transport planning approach. The concern is that if a separate Regional Active Transport Technical Advisory group or Committee is formed, it will essentially replicate the Regional Transport Committee.

27. Officers recommend, an integrated and collaborative approach to incorporating active modes of transport into the Regional TAG and the RTC. Adding representatives from the Active Transport Committees of the TLAs, DHB and Bikeon and/or other cycling advocacy groups into the Regional TAG and committing to reviewing the Terms of Reference for the Regional Transport Committee to include another elected representive as a voting member specifically for the purposes of representing active modes of transport.

28. Alternatively, if the Regional Transport Committee agrees with the proposal put forward by the current members of the Regional Cycling Governance Group to establish a Hawke’s Bay Regional Active Transport Committee, the Terms of Reference for the Regional Transport Committee will need to be reviewed to enable its representative to be an advisory and voting member on the RTC.

29. Active transport must form part of the Regional Land Transport Plan and be part of any future transport proposal, programme or business case in that plan to be considered for Waka Kotahi funding. Having a separate Regional Active Transport Plan undermines the multi modal approach that the Regional Transport Committee have agreed in the Regional Land Transport Plan. Officers do not support a separate the preparation of a separate Regional Active Transport Plan if a separate committee is to be established.

Strategic Fit

30. This item proposes to better integrate active modes of transport into the Region’s Transport Planning, contributing to:

30.1. By 2025, regional air quality consistently meets World Health Organisation Guidelines

30.1.1. By redefining the cycling governance structure, active transport will see improved efficiency in governance and management, and thus better consideration as a mode of transport as part of a regional transport network and plan.

30.2. By 2025, HBRC is carbon zero and plays a leadership role in the region’s goal of net zero greenhouse gases by 2050

30.2.1. To achieve net zero greenhouse gases, cycling and active transport need to be part of the transport plan to promote low-impact transport and energy reduction solutions.

Financial and Resource Implications

31. There are not anticipated to be any financial implications as a result of the proposed new governance model.

Consultation

32. This matter was discussed at the last Regional Cycling Governance Group meeting on 23 November 2021 and flagged at the 3 December 2021 RTC meeting to be addressed in the March 2022 RTC meeting.

Other Considerations

33. Currently, those involved in the RCGG have no delegated authority to act upon decisions made in this forum. Agenda items are required to be brought to the RTC for decision making. As a result, cycling and active transport has lacked representation at an officer and governance level, as there has been no clear decision-making process.

Decision Making Process

34. Council and its committees are required to make every decision in accordance with the requirements of the Local Government Act 2002 (the Act). Staff have assessed the requirements in relation to this item and have concluded:

34.1. The decision does not significantly alter the service provision or affect a strategic asset, nor is it inconsistent with an existing policy or plan.

34.2. The use of the special consultative procedure is not prescribed by legislation.

34.3. The decision is not significant under the criteria contained in Council’s adopted Significance and Engagement Policy.

Recommendations

That the Regional Transport Committee:

1. Receives and considers the Formalising active transport representation on HB Regional Transport Committee staff report.

3. Agrees to:

3.1. Include the respective Territorial Local Authority Active Transport committees into the Regional Transport Technical Advisory Group

3.2. Establish a new Technical Advisory Group specifically for cycling and active modes of transport

3.3. Establish the Hawke’s Bay Regional Active Transport Committee with the chair of the Committee being an advisory and voting member on the Regional Transport Committee

and

3.4. Amends the Terms of Reference for the Regional Transport Committee to include an Active Transport/Cycling advisory and voting Member.

Authored by: Approved by:

Katie Nimon

Transport Manager

Katrina Brunton

Group Manager Policy & Regulation

Attachment/s

1 ⇩

draft Regional Active Transport Committee Terms of Reference

Hawke’s Bay Regional Council

Regional Transport Committee

10 June 2022

Subject: Strategic case for freight and logging

Reason for Report

1. This item updates the central North Island Logging and Freight Strategic Study and provides an opportunity for feedback and discussions on how we work together collaboratively to progress it.

Executive Summary

2. The logging industry has a significant impact on our collective transport system across the central North Island. Waka Kotahi is proposing a structured approach to managing the increased levels of use over the next 10 – 20 years, that empowers Waka Kotahi and its funding partners (RCAs) to proactively maintain and operate key strategic routes utilised primarily by logging and other heavy freight companies. Waka Kotahi is seeking support for this approach from the Hawke’s Bay Regional Transport Committee (HBRTC), alongside neighbouring regions in the central North Island.

Background

3. As part of discussions with funding partners across the central North Island, one of the most significant concerns regularly raised with Waka Kotahi is the impending impact of increased forestry harvesting expected over the next 10-20 years. Combined with resilience and the impact of logging freight on levels of service, safety, and efficiency on both the local road and state highway network, there is a need for a step change across the region in how we collectively manage and operate our key strategic routes to the ports. This ultimately impacts on the transport system outcomes agreed on in the RLTP 21-24.

4. While there have been many studies completed on this issue in various parts of the region, there has not been a study covering the entirety of the projected impact to the regional network.

5. A memo outlining the approach Waka Kotahi wishes to progress is attached to this paper.

6. Waka Kotahi would like to engage with key personnel from each council to contribute to Stages 2, 3 and 4 described in the memo.

7. Waka Kotahi would then like to present initial insights to the Hawke’s Bay RTC at their next meeting for feedback that would assist in the forming of the study report.

8. The strategic case will recommend a pathway for next steps (potentially a programme business case), funding and involvement from the wider logging/freight sector.

Discussion

9. Does the Hawke’s Bay RTC agree with the context of the study? Is there anything missing?

10. Is the Hawke’s Bay RTC comfortable with the proposed approach and the involvement of their councils?

11. What level of involvement is required of the Hawke’s Bay RTC?

Next Steps

12. Engage with partners as discussed in the attached document.

Decision Making Process

13. Staff have assessed the requirements of the Local Government Act 2002 in relation to this item and have concluded that, as this report is for information only, the decision-making provisions do not apply.

Recommendation

That the Regional Transport Committee receives and notes the Strategic case for freight and logging report.

Authored by:

Sarah Downs

Waka Kotahi

Approved by:

Linda Stewart

Waka Kotahi

Attachment/s

1 ⇩	Strategic case for freight and logging
2 ⇩	CNI forestry study memo-council feedback

Hawke’s Bay Regional Council

Regional Transport Committee

10 June 2022

Subject: Transport Manager’s June 2022 Report

Reason for report

1. This report provides the committee with a snapshot of relevant transport matters, including current national and local issues and work programmes from Waka Kotahi, Ministry of Transport, Ministry for the Environment and Ministry of Education, the Passenger Transport Network/Service Review, Subsidised Passenger Transport, On Demand Public Transport, the Total Mobility Scheme (including the Ridewise project), Road Safety Promotion, the Driver Licensing Programme, Transport Special Interest Group (TSIG) workstreams and the Transport Advisory Group (TAG).

Discussion

Network/service review and Regional Public Transport Plan (RPTP)

2. The public transport network review is now complete. The Network Plan (detailed in a separate report) has been workshopped with the RTC. MRCagney has developed the proposed network plan with input from the HBRC transport team as well as multiple levels of data including current public transport statistics, commuter movements, population growth, district plans, and national policy.

3. Once approved in principle by the RTC, the network plan will be presented to the 29 June Regional Council meeting for approval to be incorporated into the RPTP and proceed to public consultation, planned for August 2022.

Subsidised passenger transport

4. As a result of rising fuel prices, the Minister of Transport announced a government fund to reduce public transport fares by 50% until the end of June. Waka Kotahi has worked with public transport authorities to implement this scheme, which has involved temporary amendments to tariff policies, and public marketing and communications. The half-price fares scheme has now been extended to the end of August. From the 1 September 2022, fares for Community Service Card holders will remain discounted at 50% and will increase to full price for all other users. The discount is provided by Crown funding, and the loss of fare revenue is invoiced to Waka Kotahi by HBRC.

5. On 23 May, Go Bus resumed operating the full goBay timetable after operating a reduced service since 14 February. The reduced service was a result of a driver shortage that saw an increasing number of cancelled services from the beginning of January. The decision was made to reduce the timetable to ensure that the trips that could be offered, were done so reliably for the public, to avoid daily unexpected cancellations. Since the full service resumed on 23 May, there have been 32 cancelled trips.

On demand public transport (ODPT)

6. The MyWay service launched publicly on 7 June, after a two-week test period, with a group of 100 test users. These champions trailled the service for free, providing valuable feedback that allowed any issues to be resolved or improved before the public launch. The trial will operate for 12 months in Hastings - replacing routes 16a, 16b, and 17 - to find out if the new style of public transport works for the Hastings community, and results in a patronage increase. If the trial is a success, it will be trialled in Napier.

7. MyWay has experienced supply chain issues with the supply and manufacture of vehicles, resulting in a delayed delivery of the accessible vehicle for the service. As a result, Go Bus are operating the on-demand service with a 32-seat bus, to ensure the service remains wheelchair accessible until the low floor van arrives.

8. The service already had 316 registered users, before MyWay launched to the public.

9. The service will operate with a $2 fare, for all rides from anywhere in Hastings. This is the same price as an hour of on-street parking in the Hastings CBD, which reinforces the benefit of reducing short distance car trips. It is worth noting that Hastings has announced that parking will be free for the month of July. Super Gold and child concessions apply. From 1 September, the community services card half price concession will apply.

Total Mobility and the Ridewise project

10. The Total Mobility Scheme is also operating under the half-price fares scheme, which has now been extended to the end of August. This has resulted in an increase in trips during this period. The budget announcement to continue to halve fares for those with Community Service Cards, has not been extended to the Total Mobility Scheme.

11. The Ridewise project is scheduled to go live on 1 July. All members have been advised of the change, although there is minimal disruption to their experience. They will receive their new ID cards in June, which will be their access to discounted fares. They will no longer require vouchers. All transport operator technology is now compatible, and the final training is to take place on 22 June. The intention of this technology is to reduce the potential for fraudulent activity, reduce administrative processes, and increase the independence of members.

12. The project has resulted in an update of data, and our latest membership is approximately 3500. Once the platform is live, we will be able to provide information on the number of active users.

Road safety

13. The Road Safety Expo 2022 has operated as a virtual event due to the physical event being cancelled due to Covid restrictions. This is a new format and was supported by an agency that specialises in virtual events. While it has been difficult to get schools to commit to attendance, the Council can now offer a recorded interactive resource at any time of the year. The Council has also delivered messaging through a social media campaign, targeting the expo audience to further reinforce the messaging. While we are yet to receive feedback, this delivery method is well suited to the learning style of the attendees and improves accessibility for schools outside of the Napier/Hastings area.

14. The s17a review has been completed by Morrison Low, endorsed by the RTC and approved by the FARS Committee. Work has now begun on implementing the change.

15. New Zealand Road Safety week was held May 9-13. There were many activities in the Hawke’s Bay community during that week, across all areas of Road Safety. The Council’s Road Safety coordinator was out in the community all week, attending events and delivering presentations.

16. This quarter, the Council’s Road Safety coordinator has delivered:

16.1. Easter road safety fatigue checkpoints in partnership with NZ Police

16.2. Rangatahi community programmes

16.3. Preparation and delivery of the Youth Road Safety Virtual Expo

16.4. Community partnership

16.5. Facilitating and supporting partnership programmes such as Ride Forever.

Driver licensing programme

17. The contracted Driver Licensing Programmes are continuing to deliver driver licensing across the region and are now all providing services funded at 100% of costs, removing the cost barrier for all learners. The end of the contract term is 30 June 2022.

18. The Council and Waka Kotahi have discussed the future of the Driver Licensing Programme and agree that our regions’ high number of adult learners and restricted license holders should be addressed. This is a growing number and could be considered for a future Driver Licensing Programme funded by Waka Kotahi and HBRC.

19. Funding for a Driver Licensing Programme for the 2022-2023 financial year is yet to be confirmed.

Speed management plan

20. Waka Kotahi has introduced a new rule. Land Transport Rule: Setting of Speed Limits 2017 has replaced the previous rule.

21. The aim is to achieve greater regional consistency and ensure decisions about speed limit changes are made in alignment with infrastructure improvements.

22. Speed management planning will now become part of a three-year cycle that aligns with the RLTP process. The inclusion of speed management planning in the RLTP supports the Council’s preferred approach to road safety promotion - being represented within the RLTP alongside infrastructure investment decisions.

23. Setting school speed limits are the priority – there is a target of 40% of speeds around schools being reduced by 2024, with the remainder being completed by 2027.

24. The rule removes the requirement to set speed limits through bylaws, however all speed limits will need to be entered into a national register which will give legal effect to all non-temporary speed limits.

25. The rule requires public consultation to be facilitated by the Regional Council.

Emissions reduction plan

26. MfE has released NZ’s first Emissions Reduction Plan as required under the Climate Change Response Act 2002. The Transport Special Interest Group (TSIG) has sent a submission on the document, only commenting on the transport section of the plan. HBRC has contributed to this, and the submission was supplied to the RTC at the December meeting.

27. The RLTP contains vision and objectives aimed at reducing transport emissions through increased use of public and active transport, increased use of rail for freight and integrated land use planning that reduces reliance on private vehicles. The newly developed ERP presents an opportunity to get strong national alignment and allow “the changing of hearts and minds” to be influenced at a central Government level. Our focus must now be on alignment and integration of district and regional planning to ensure targets are met was a region.

28. The plan sets a total 41% reduction target for transport emissions, and within that, a 20% reduction in vehicle kilometers travelled (VKT). This will require a shift to PT and active modes of transport.

29. Waka Kotahi is currently reviewing the Investment Decision Making Framework (IDMF) to better consider climate change.

30. The Ministry of Transport has developed key transport actions to achieve emissions reductions across freight, fuel, and decarbonisation of vehicles, as well as the increased use of active modes and the reach, frequency, and quality of public transport.

Travel demand management (TDM)

31. The TSIG has established a TDM working group, which HBRC has representation. Work is already underway to find examples of best practice internationally and success stories in the public engagement space. As with the submission on the ERP, the focus of this group is Avoid Shift Improve (ASI). The TDM group is also very aware of the different issues presented within the regions, such as a lack of congestion and motivation to seek a shift in modes, given that for many of the territorial authorities parking is a priority. Integrated spatial planning plays a role in this, as does education and engagement.

32. The current student movement for free fares for anyone under 25, is collectively believed to not support Mode Shift. The movement was about social good rather than transport outcomes, and most regions would see around a 30% reduction in their fare revenue. Ultimately, if under-25s can travel for free, it’s believed that people who might have traditionally walked or cycled will take public transport for shorter trips instead of switching people who might have otherwise travelled by car to travel by bus. Some regions are opting to review their fare policies rather than react to the free fares movement because of this.

Ministry of Education school bus network

33. The Ministry of Education has announced that the Waipawa to Hastings school bus service will no longer be accessible to ineligible students who made up roughly 75% of passenger numbers. This affects students travelling to Hastings Boys High School, Hastings Girls High School, Te Kura Kaupapa Māori o Ngati Kahungunu Ki Heretaunga, and Karamu High School.

Regional Land Transport Plan (RLTP) investment and delivery issues

34. The Technical Advisory Group (TAG) meeting was held on 12 May 2022. The agenda included presentations from Waka Kotahi on Speed Management Planning, and further funding for road safety promotion on state highways.

35. Approved organisation RLTP investment and delivery updates were written by each territorial authority and distributed to TAG members prior to the meeting. This template was provided by Waka Kotahi and is currently in use in Taranaki. The success of these updates has seen the Taranaki RTC now include them as items on their agenda, talked to by each territorial authorities’ elected member. In this instance, the reports are attached for discussion.

Decision making process

36. Staff have assessed the requirements of the Local Government Act 2002 in relation to this item and have concluded that, as this report is for information only, the decision-making provisions do not apply.

Recommendations

That the Regional Transport Committee receives and considers the Transport Manager’s June 2022 report.

Authored by: Approved by:

Katie Nimon

Transport Manager

Katrina Brunton

Group Manager Policy & Regulation

Attachment/s

1 ⇩	CHBDC forward work programme May 2022
2 ⇩	HDC forward work programme May 2022
3 ⇩	NCC forward work programmeMay 2022
4 ⇩	WDC forward work programme May 2022

Hawke’s Bay Regional Council

Regional Transport Committee

10 June 2022

Subject: Gisborne Rail update

Reason for Report

1. This item presents the case for the reinstatement of the entire Napier to Gisborne rail line.

Executive Summary

2. The Report titled Napier to Gisborne Rail Line – Potential Reopening was commissioned jointly by Hawke’s Bay Regional Council and Gisborne District Council for submission to Government Ministers. It has been prepared by an independent Project Team of consultants with oversight from a Project Team comprising representatives from Hawke’s Bay Regional Council, Gisborne District Council and Wairoa District Council, led by HBRC Regional Transport Chair Cr Martin Williams.

3. The purpose of the report is to seek funding from the Crown to carry out a business case to fully reinstate the Napier to Gisborne Railway line.

4. It is intended to provide Ministers with sufficient information to make a decision on whether to fund and proceed to a detailed business case on:

4.1. the work and associated investment required to reinstate/reopen the line from Wairoa to Gisborne

4.2. to assess any works needed for greater resilience of the reinstated Napier to Wairoa line

4.3. or to declare the Wairoa to Gisborne line closed and lift the rail designation.

5. Part of the rationale for the report is to get a decision from Government on whether the line has a future or not, which is the reason for the third option.

6. It was evident from the Project Team interviews in Gisborne that there is frustration over not knowing whether to plan for an eventual reopening, or if the line will be permanently closed, particularly at a time of intense pressure on existing road transport services to cope with the demands from steadily increasing primary sector production.

7. The genesis of this report included that some members of the Project Team who had contributed to the BERL Feasibility Study in 2019 were being approached to see if anything was likely to be progressed on the reinstatement combined with an interest from KiwiRail in getting an update assessment.

8. The report essentially says that the line could and possibly should be reopened to provide for the growth of the economies of the Wairoa northern Hawke’s Bay and Tairawhiti regions and to provide a more efficient transport option to handle the growth of primary sector product including for apples, squash and processed timber as well as logs to the Port of Napier.

Background

9. The railway line suffered considerable damage in 2012 that was concentrated along a 11km stretch of the line in the Beach Loop area, and since then, it has deteriorated further particularly through a lack of maintenance of drainage culverts.

10. The Hawke’s Bay Regional Council has taken a leadership role in efforts over the last 10 years since the line closed to gain the full reinstatement of the Napier to Gisborne railway.

11. This included supporting a Napier Gisborne Railway Establishment Group in 2013-14 chaired by then Regional Transport Chair Cr Alan Dick, with business and iwi representatives in the response to a call from then KiwiRail CEO Jim Quinn. The main forestry representative on this Group is today’s main customer for the Wairoa Rail Log Hub rail service.

12. Then in 2014-15 by the Hawke’s Bay Regional Council developed the business case for the Wairoa Rail Log Hub that led to KiwiRail reopening the line to Wairoa and running regular log trains to the Port of Napier. The Council at the time also advocated for the retention of the Wairoa to Gisborne line, including a proposal to KiwiRail to lease the full length of the line from Napier to Gisborne, with the aim of seeing the Wairoa to Gisborne section reopened following the initial establishment of Wairoa Rail Log Hub rail services. This Wairoa to Napier rail service is now well-established, operating on a five day-a-week schedule.

13. The PGF BERL Wairoa to Gisborne Rail Feasibility Study in 2019 estimated that the line could be reopened for approximately $35million.

14. The Update Assessment Report estimates the cost to be in the region of $80million and that is on the basis of a more comprehensive investigation into every aspect, including the addition of a tunnel to provide long term resilience in the Beach Loop area and upgrading work on the Napier to Wairoa section.

15. This latest report is not about “just open it and fix bits later”, but instead a view of ensuring longer term resilience for the full length of the line from Napier to Gisborne. This is what KiwiRail wants to see. Hence the increased cost.

16. The reason that this is being raised now is that it needs to be considered along with a number of other options in the context of climate change, rising fuel costs, social licence on the road from increasing truck movements, and more efficient ways of conveying freight to the Ports of Napier and Gisborne.

Napier to Gisborne Rail Line – Potential Reopening

17. The detail contained in the attachment 1 (Detailed Track Formation and Civil Construction) concludes that the reinstatement of the line is feasible and the costings, while early, are for building a resilient line which will stand up to the relatively frequent weather events experienced on the East Coast. This includes a tunnel to bypass the troublesome Beach Loop area and the use of a civil works solution that has been used elsewhere on the KiwiRail network to repair the dropout slips.

18. The preliminary estimate of repair reinstatement costs is $73m to $80.5m, including upgrades to the Napier to Wairoa section, as well as repair reinstatement of the Wairoa to Gisborne line. $25m of this is for the tunnel work to bypass the Beach Loop slip area.

19. Ministers are requested to fund $6.38m for the next stage of a detailed investigations business case, which is split into 2 sub-phases. This is expected to take 6 months to undertake.

20. This detailed business case will include detailed assessments of bridges, tunnels, other structures and track formation for the full line from Napier to Gisborne covering the specific items that KiwiRail has requested be included.

21. There are significant environmental and social benefits to reinstating the railway line, including reduction of trucks in the central city of Gisborne, the capacity of the current SH2 and reduction of trucks on Napier roads leading to the Port of Napier.

22. The freight assessment of available rail freight contains known product from businesses which consider rail as an option to road, including that this ensures they can more readily transport higher quantities of loaded 40ft containers. It does not include what appears to be an increasing volume of product coming on-stream in the near future.

23. Major packhouses producers and transport logistics operators have been calling for the reinstatement of rail for the past 10 years. These parties are seeing the earlier predicted growth in freight now happening and are dealing with an increasingly strained trucking transport infrastructure.

24. This includes businesses that favour switching to using rail to Napier, making greater use of fully loading and sealing of 40ft containers in Gisborne at source rather than by road to Napier or a longer trip by road to Tauranga for final packing of containers for export.

25. The report also notes the importance of the increased ability of larger container ships to use the Port of Napier with the completion soon of the new Wharf 6 development, thus making Napier more attractive for Gisborne exporters.

26. 150,000 tonnes of available rail freight is projected for 2025 with this expected to rise to over 210,000 tonnes per annum by 2030.

27. Estimated projected gross revenue in 2025 is for over $15m pa for the integrated rail with road intermodal transport service, plus additional revenue from a significant amount of inbound freight to Gisborne.

28. A critical issue facing Gisborne is the major increase in transport infrastructure needed to provide for scaled up timber processing. The report uses a conservative output figure of over 450,000m3 per annum, noting that a possible processing plant capacity to produce 600,000m3 is being considered. 450,000m3 equates to over 420 40ft containers per week.

29. Well-being combined benefits from reductions in GHG emissions, air quality impacts and reduced vehicle crash costs total $1.04m to $1.54m per annum.

30. The report also recommends that if the line is to be reopened, then the Crown needs to provide $200,000 to clear blocked drains and overhanging obstructions to prevent further damage. The damage to Beach Loop was largely as a result of a blocked culvert.

Strategic Fit

31. The Hawke’s Bay Regional Land Transport Plan 2021-2031 sets out support for the region to: advocate for the inclusion of the reinstatement of the Gisborne to Wairoa rail line into the Ministry of Transport NZ Rail Plan 2021-24 (p 18); examine opportunities for re-establishing the rail link to Gisborne (p 37); and to advocate for and support the use of rail for freight (p 40). This also fits with the Council’s climate change policies that aim to reduce GHG emissions.

Tangata whenua/Māori Engagement

32. Iwi and hapu engaged within the 2019 BERL Study were supportive of reinstatement of the line.

33. The Project Team included a Gisborne based iwi advisor who had been involved with the BERL Study, who undertook brief engagement with Turanga and Wairoa iwi/hapu within the relatively short timeframe available for the preparing of the update assessment.

34. If successful in attracting investment for a detailed business case, the Project Team will be widened to include representatives of Turanga and Wairoa iwi/hapu and in-depth engagement and analysis of land development plans and aspirations.

Community engagement

35. The Project Team visited and engaged with interested stakeholders in Gisborne, Wairoa and Hawke’s Bay including Port of Napier, although engagement was brief, given the short time frame available to prepare this paper for submitting to Ministers.

36. Further in-depth engagement will occur if the proposal for a detailed business case is successful.

Climate Change impacts

37. The report considers the benefits of reopening the rail line Wairoa to Gisborne in reduction of emissions and reduced carbon footprint.

38. GHG emissions rail net savings are estimated as 2,500 to 3,650 tonnes per annum.

Financial impacts

39. Council’s contribution of $30k to develop the Update Assessment Paper for Ministers has been matched by a Gisborne District Council $30k with this funding from operational budgets.

Decision Making Process

40. Staff have assessed the requirements of the Local Government Act 2002 in relation to this item and have concluded that, as this report is for information only, the decision making provisions do not apply.

Recommendation

That the Regional Transport Committee receives and notes the Napier to Gisborne Rail Line – Potential Reopening update assessment report and covering letter.

Authored & approved by:

Graeme Carroll

Global Reach Associates

Attachment/s

1 ⇩	Letter to Ministers presenting Gisborne Rail Reinstatement Assessment Report
2 ⇨	Gisborne Rail Reinstatement Update Assessment Project Team Report		Under Separate Cover

1 ⇩	Waka Kotahi Presentation June 2022
2 ⇩	Waka Kotahi Update

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