Agenda of Regional Transport Committee

HAWKE’S BAY REGIONAL COUNCIL

Regional Transport Committee

Friday 07 March 2014

SUBJECT: Submission on Funding Assistance Rates

Reason for Report

1. This paper presents, for the Committee’s consideration and comment, a draft submission on the Funding Assistance Rates Review being undertaken by the New Zealand Transport Agency (NZTA), see Attachment 1. This draft has been prepared by Mr Shawn McKinley and reviewed by relevant TAG members.

2. Submissions close on Friday 28 March 2014. This reflects the extension of time sought by LGNZ given the significant funding implications for a large majority of councils. There is also a further opportunity for engagement between NZTA and local government at the Regional Transport Summit on the 13^th March 2014 so the final submission will not be finalised until after that meeting. The final submission will be circulated by email to the members of the Committee affected by the FAR review for final approval before being lodged.

3. This is the second stage of consultation and it presents options for how funding assistance rates could be determined. NZTA gave a useful presentation to members of the RTC and TAG on 18 February 2014. While each approved organisation will be making its own submission, it is important that the Regional Transport Committee also lodge a submission that provides the regional context. It is not expected that submissions will be in conflict with each other although the scope, extent and emphasis may vary.

Submission of the Regional Transport Committee

4. The focus of the Committee’s submission is to provide an overall regional context and to complement submissions made by the regional and territorial authorities.

5. In terms of what the overall effective FAR should be, we are suggesting that it be at least 53% (which reflects status quo) if not higher, albeit that NZTA indicate that there is a declining trend under the status quo.

6. We agree that the provisional FAR framework should consider increased FARs for those councils with general ability to pay issues but acknowledge the difficulty in determining a formula to appropriately identify those councils with genuine need.

7. We agree that targeted enhanced funding should be available on a case by case assessment for immediate short term funding issues.

8. For rail level crossings, we propose to that 100% funding from NLTF should continue. We also propose that the 10% capital improvement funding continue.

9. We are seeking the retention of existing funding rates for Total Mobility to recognise funding commitments that NZTA have previously made.

10. In terms of transitioning to any new funding rate, we are suggesting that any reductions take place over a 10 year period in line with the Long Term Plan timeframe and be limited to 1-2% per year to minimise/spread the impact on ratepayers.

11. Staff are seeking any comments or changes that the Committee would like to make to the draft submission at this stage.

Decision Making Process

12. Committee is required to make a decision in accordance with the requirements of the Local Government Act 2002 (the Act). Staff have assessed the requirements contained in Part 6 Sub Part 1 of the Act in relation to this item and have concluded the following:

12.1. The decision does not significantly alter the service provision or affect a strategic asset.

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

12.3. The decision does not fall within the definition of Council’s policy on significance.

12.4. The persons affected by this decision are all ratepayers in the region.

12.5. Options that have been considered include not making a submission. However the Regional Transport Committee role is to advocate on transport matters on behalf of the region.

12.6. The decision is not inconsistent with an existing policy or plan.

12.7. Given the nature and significance of the issue to be considered and decided, and also the persons likely to be affected by, or have an interest in the decisions made, the Committee can exercise its discretion and make a decision without consulting directly with the community or others having an interest in the decision.

Recommendations

That the Regional Transport Committee :

1. Agrees that the decisions to be made are not significant under the criteria contained in Council’s adopted policy on significance and that Council can exercise its discretion under Sections 79(1)(a) and 82(3) of the Local Government Act 2002 and make decisions on this issue without conferring directly with the community and persons likely to be affected by or to have an interest in the decision due to the nature and significance of the issue to be considered and decided.

2. Receives, considers and endorses, subject to any amendments, the Draft Submission on the Funding Assistance Rates Review to be lodged with the New Zealand Transport Agency.

3. Instructs staff to circulate a Final Draft Submission to the funding members of the Regional Transport Committee for approval prior to submitting it to the New Zealand Transport Agency.

Helen Codlin

Group Manager

Strategic Development

Attachment/s

1 View

Final Draft NZTA FAR Submission

Final Draft NZTA FAR Submission

Attachment 1

NZTA FUNDING ASSISTANCE RATE (FAR) REVIEW

Submission on NZTA Funding Assistance Rate (FAR) Review: Options Discussion Document

From: Hawke’s Bay Regional Transport Committee.

On behalf of the Hawke’s Bay Regional Council (HBRC), the Hawke’s Bay Regional Transport Committee would like to thank NZTA for the opportunity to comment on the Funding Assistance Rates Review “Options Discussion Document” as released by NZTA.

Introduction

The Hawke’s Bay region covers the geographical area of the east coast from Wairoa in the North to Central Hawke’s Bay in the South and covers the following approved organisations:

- Wairoa District Council

- Hastings District Council

- Napier City Council

- Central Hawke’s Bay District Council

- Hawke’s Bay Regional Council

- Department of Conservation

In our role of preparing the Regional Land Transport Plan for approval by HBRC, we consider any other issues related to transport which have a regional impact.

We note that the Local Government Act 2002 (s11A) requires local authorities to have particular regard to the contribution that five core services make to its communities. Two of these are network infrastructure and public transport services. This section is a recent change to the Local Government Act (among other amendments) and it reflects the government’s desire that local authorities focus on its core functions. It is therefore important that funding for these services are not reduced to the extent that councils cannot meet community outcomes and the government is unable to deliver on its national land transport outcomes.

While this review focuses on how the costs of local transport programmes should be shared between central government and local government, we are not sure that it can or should be done in isolation of the other factors that would contribute to a more integrated consideration of both sustainable transport and sustainable funding outcomes for New Zealand as a whole.

The Ministry of Transport for example is a key party as it develops the Government Policy Statement on Land Transport setting the transport priorities and the funding allocation for each land transport activity class. The provisional framework is to have a flat rate across all activity classes and it is unclear how a flat rate will assist the delivery of the government’s priorities.

General Comments

We support the seven principles proposed in the provisional framework in a FAR system, specifically:

a) Support optimal national land transport outcomes being achieved at the right time, in the right way and at the right place

b) Facilitate transport users experiencing and integrated and appropriately consistent network throughout the country

c) Appropriately split the costs between users and local communities

d) Provide as much investment certainty as possible

e) Be efficient to apply

f) Be based on evidence and data that is readily accessible and reliable

g) Ensure transparency in how different FARS are set and applied.

However, we are not convinced that the current system is broken enough to require a complete change.

While we appreciate the work carried out by NZTA we believe the following factors should also be considered in their deliberations:

1. The relative wealth of all ratepayers including corporate and non-resident rate-payers

2. The size of the council’s land transport activities

3. The scale of the burden that the individual rate-payers have to bear in districts with relatively small populations and large road networks

The current proposed options when analysed at a regional and national level shows that at least 70% of the TLAs will face higher rates to maintain the transport network in its present condition. This is a comparison to the current FARs. While NZTA indicated in the presentation given to the Hawke’s Bay RTC that current FARs do not meet the principles and therefore should not be used to compare the five options against, it is nevertheless the position that we (AOs and NZTA) collectively find ourselves in as a result of decisions and commitments made in good faith historically. We suggest that any solution which negatively impacts (increases) the rates of 70% of the TLAs should be accompanied by a robust cost benefit analysis with alternatives being considered that includes one that reflects status quo funding levels. For this reason we request that NZTA do more modelling with involvement from local authorities to come up with a more appropriate solution.

Table 1 shows the impacts at a Hawke’s Bay regional level using a national effective FAR of 50%. The cells highlighted in yellow show the only councils under each option which have a rate that does not adversely impact the rate payers as compared to the current FAR. The remainder are negatively impacted.

Table 1 – Impact of options per TLA expressed in FAR percentage
Council	Effective FAR 2009 - 2013	Option 1	Option 2	Option 3	Option 4	Option 5
HBRC	58%	50%	49%	49%	49%	49%
HDC	54%	55%	49%	49%	49%	49%
NCC	49%	49%	55%	49%	49%	49%
WDC	68%	65%	65%	70%	65%	65%
CHBDC	58%	49%	49%	49%	60%	49%

With the current initiatives of 50Max and High Productivity Motor Vehicles being introduced by central government in order to achieve its land transport outcomes, and the potential for these initiatives to shorten the life span of the road network and its structures, we find it difficult to believe that central government is proposing to reduce the share of funding it is providing to their land transport partners, effectively undermining the ability to progress these initiatives.

We feel that recognition of the importance of the local road network as it relates to the GNP is not being adequately recognised especially in the Hawke’s Bay due to the positive impact on the national economy of the Port of Napier. It must be remembered that the majority of the products that are shipped (nationally and internationally) begin their journey on local road networks.

At this time with the national economy struggling and the pressure to keep rates down being exerted on local authorities due to other changes in legislation, reducing FARs are yet another large burden on the rate-payers.

Notwithstanding these general comments, we would like to address the following specific points and their impact throughout the region

Level Of National Effective FAR

We do not believe that NZTA has been given the mandate to reduce the overall national FAR and only two options have been modelled, 50% and 53%, the latter reflected the current effective rate. A higher overall national FAR should also have been modelled and reported on. Should this provisional framework be confirmed then the Hawke’s Bay RTC believes the overall national FAR should be at least 53%. This would somewhat lessen the impact of reduced funding but still place a heavy burden on the rate-payers of the region. We request that NZTA revisit the lowering of the national effective FAR and propose a higher level.

Removal of the 10% additional FAR for capital improvements

The options discussion document proposes that the current system of providing 10% above the existing FAR for capital improvements encourages poor investment choices. We believe that this assumption is not correct. Poor investment decisions are more a result of poor management of the current system both by TLA’s and Central Government (NZTA). The 10% above the base FAR should remain but the management of which projects are approved or not approved should be strengthened to avoid poor investment decisions.

We request that NZTA revisit the proposal to eliminate the 10% for capital improvements but instead tighten up on the management of the process that administers approval of capital improvements

Recognising Councils ability to pay

We agree that the Provisional Framework should recognise and provide flexibility for increasing the FAR for Councils that will find it difficult to fund their share due to the ability of their ratepayers to pay more rates. We also agree that provision should be made for targeted enhanced rates for those short term one-off situations where Councils made need additional funding for exceptional circumstances.

Metrics Used to determine FAR for each TLA

Using the Deprivation Index (Option 1) has the least impact on the region’s local authorities, albeit that Wairoa and Central Hawke’s Bay District Councils bear the brunt of reductions and they are the ones that can least afford it. The Deprivation Index is a more suitable proxy for ability to pay for some councils while lane kilometres/rateable value may be more suitable for others but it is also the demonstrated need for the land transport programme (based on approved Asset Management Plans and /or the One Network approach) for which funding is sought that is the critical element. None of the options recognise this.

Emergency Funding

The proposal to change the emergency re-instatement funding FAR calculation formula will have a very negative impact on the rural areas of the region. Central Hawke’s Bay DC and Wairoa DC and to a lesser degree Hastings DC have historically suffered from extreme weather events which cause significant damage to the road networks. The scale of any event and the damage it causes cannot be predicted and planned for. The scale of the repairs has not been insignificant and completing the repairs is the only way to ensure the network is resilient and meets the needs of the communities and associated industry.

If approved organisations are maintaining their transport assets (e.g. drainage, bridges etc.) to an acceptable standard then they can reduce and even prevent the extent of damage which could be manifold as compared to what the organisations have to spend on maintaining the asset.

Should the burden fall on the rate-payers with changes to the current system, each of the councils will be faced with choices which may include abandoning roads and productive land due to the high cost of re-instatement which will have a negative impact on the economy of the region and nationally.

We request that NZTA put the topic of emergency funding aside for this review and investigate and enter into further discussions with the TLAs to ensure we end up with a flexible system or methods to deal effectively with the unplanned events OR that emergency works be excluded from the overall base rate for each TLA and the current formula be retained but more scrutiny be applied to individual events to ensure value for money while maintaining the network.

Level Crossings

The proposed change to the level crossing FAR is also of concern to the region. Currently NZTA fund 100% of this work and we believe that it could be retained as such. TLAs, like NZTA have no control over what work is carried out by Kiwi Rail but NZTA operates at a level that allows for better negotiation with Kiwi Rail as problems arise as they are both national entities. The difficulties faced by one local authority in addressing any issues they may have with Kiwi Rail are tenfold as compared to what NZTA would face. We request that level crossing continue to be 100% funded through the NLTF.

Road Safety

Road Safety education and awareness programmes are undertaken by the regional council with contributions from each of the district and city councils, with considerable funding from the NLTF. These programmes cover both local and state highway networks.

NZTA is taking an “all of system” and ‘joined-up’ approach with its transport industry partners to reducing New Zealand’s accident statistics.

We believe that Road Safety should at least maintain its current higher FAR, if not be 100% funded, given that it covers state highways.

Public Transport Services

Hawke’s Bay public transport services continue to buck the national trend with increasing patronage. The provision of effective services within current budgets sets the public expectations and any reduction of those services to stay within budget would be contrary to both land transport outcomes and Local Government Act.

The metric used to determine regional council FARs should take into account that the bulk of regional councils transport budget is in the public transport activity class and that lane kilometres and other network based metrics are not appropriate.

Total Mobility

Similarly, increases to funding over recent years, and the provision of services has set expectations for the members of the public who used these services.

In particular, wheel chair hoist contributions should continue to be 100% NZTA funded, given the commitment NZTA made to fund this activity with regional councils administering it on its behalf.

Implementation Of Changes

NZTA are currently proposing that the changes to the FAR are implemented and come into effect for the 2015 – 2018 National Land Transport Programme. Referring back to Table 1 above it can be seen that the impacts of the proposed changes are in some cases quite severe.

For example the Central Hawke’s Bay DC would lose up to 9% of the funding available for road maintenance and renewals on 4 of the 5 options. The direct rates impact is greater than the 9% as the land transport expenditure is approximately 50% of the entire council expenditure which equates to a 21% rate increase immediately if the council is to maintain its network to their Asset Management Plan which has been approved by NZTA.

A 21% increase of rates in one year would be impossible to handle for a TLA with a large network and a small rating base (of which a good proportion are in their retirement years living on a fixed income. It is requested that the timing of the implementation be staggered over a period of 10 years to reflect councils long term planning requirements and any decreases phased in at between 1 or 2 percent per year.

Summary of Requests

1. That NZTA do more modelling with involvement from local authorities to come up with a more appropriate solution.

2. That NZTA revisit the lowering of the national effective FAR and propose a higher level.

3. That NZTA revisit the proposal to eliminate the 10% for capital improvements but instead tighten up on the management of the process that administers approval of capital improvements.

4. That NZTA put the topic of emergency funding aside for this review and investigate and enter into further discussions with the TLA’s to ensure we end up with a flexible system or methods to deal effectively with the unplanned events OR that emergency works be excluded from the overall base rate for each TLA and the current formula be retained but more scrutiny be applied to individual events to ensure value for money while maintaining the network.

5. That level crossing maintenance continues to be 100% funded through the NLTF.

6. That Road Safety should at least maintain its current higher FAR, if not be 100% funded, given that it covers state highways.

7. That FARs for regional councils should take into account that the bulk of HBRC’s transport spend is in the public transport activity class and that lane kilometres and other network based metrics are not appropriate for determining the FAR.

8. It is requested that the timing of the implementation be staggered over 10 years to reflect councils long term planning requirements and any decreases phased in at between 1 or 2 percent per year

HAWKE’S BAY REGIONAL COUNCIL

Regional Transport Committee

Friday 07 March 2014

SUBJECT: Public Transport Update

Reason for Report

1. This agenda item provides the Committee with an update on Council’s public transport services, including trends since the previous update in November 2013. The report contains patronage graphs which are updated each month and provided to this Committee and the Regional Council Corporate and Strategic Committee.

General Information

2. The overall performance of the bus service continues to be positive, with passenger growth still increasing. Passenger trips in 2013 were almost 9% higher than in 2012. Since 2009 passenger trips have increased by 81%.

3. In July 2013 the New Zealand Transport Agency gave approval for a 30 month contract extension. This means that under a contract extension variation agreement Go Bus Transport Ltd will continue to operate the urban bus contract until 30 June 2016. It is anticipated that the contract for the urban bus services will be released for tender in July 2015. The contract extension was necessary to ensure that new legislative requirements are able to be met – these include producing a new Regional Public Transport Plan and Procurement Strategy by 30 June 2015.

4. Work on the new RPTP is currently underway, with a network review being undertaken by Traffic Design Group. The review will look at accessibility and efficiency of services. Although no significant changes are anticipated, there are some trips which are in decline and it is possible that these resources could be better utilised elsewhere on the network to alleviate overloading and late running.

Total Passenger Trips

5. The following graph shows total passenger trips from February 2009 to December 2013.

Diagram 1 – Total Passenger Trips – February 2009 – December 2013

6. Since 2009 the total numbers of trips per year and monthly averages have steadily trended upwards, as follows.

Total Yearly Trips Monthly Average

2009 434,231 36,186

2010 512,657 42,721

2011 616,198 51,350

2012 726,373 60,531

2013 789,277 65,773

Capacity

7. The following graph outlines the seat capacity utilised on a monthly basis from January to December 2013. Average seat capacity utilised during 2013 was 43%.

Diagram 2 – Capacity – January - December 2013

SuperGold Card Trips

8. SuperGold cardholders, who travel free of charge between 9am and 3pm on weekdays and anytime at weekends/public holidays, continue to make very good use of this scheme. The graph below shows the number of SuperGold cardholder trips made from January to December 2013.

Diagram 3 – SuperGold Card Trips – January - December 2013

Infrastructure

Bus Stops

9. Hastings District Council has purchased 14 bus shelters, which are due to be installed in the Hastings district in the near future. Regional Council provides funding to NCC and HDC for 2 new bus shelters per year.

10. Regional Council staff will be working closely with Napier City Council roading staff to implement a staged programme of formalising Napier bus stops.

Bikes on Buses

11. The uptake of bikes on buses continues to increase, with over 3000 bikes carried during 2013.

Other

12. Due to increased patronage and the withdrawal of some Ministry of Education services, early morning/afternoon Route 12 peak-time services between Napier and Hastings are carrying very heavy loads and running 8-15 minutes late. This is hugely frustrating for the drivers and very inconvenient for passengers, with reports of students arriving at school late. A network review is currently underway, but it is anticipated that extra expenditure or the cancellation of some low performing services may be necessary to enable extra vehicle resources to be diverted into the Route 12 operation.

13. The mobile bus timetable application for smartphone users and the on-line bus timetable continues to be very popular, making up a large percentage of hits on the HBRC website.

Total Mobility Update

14. The Total Mobility Scheme, which is funded by regional council, local councils and the NZTA, provides subsidised taxi transport for people who have a permanent illness or disability which prevents them from using public transport.

15. The following table shows the Total Mobility Scheme statistics and expenditure during 2013. Staff continue to look for opportunities to ensure that any budget overspend is minimised for this financial year.

Diagram 4 – Total Mobility Statistics – January 2012 – December 2013

Decision Making Process

16. Council is required to make a decision in accordance with Part 6 Sub-Part 1, of the Local Government Act 2002 (the Act). Staff have assessed the requirements contained within this section of the Act in relation to this item and have concluded that, as this report is for information only and no decision is to be made, the decision making provisions of the Local Government Act 2002 do not apply.

Recommendation

1. That the Regional Transport Committee receives the Public Transport Update.

Megan Welsby

Sustainable Transport Coordinator

Helen Codlin

Group Manager

Strategic Development

Attachment/s

There are no attachments for this report.

HAWKE’S BAY REGIONAL COUNCIL

Regional Transport Committee

Friday 07 March 2014

SUBJECT: Future of Roadsafe Governance Group

Reason for Report

1. The purpose of this report is to propose that the activities of RoadSafe Hawke’s Bay be reported directly to the Regional Transport Committee rather than the Roadsafe Governance Group subcommittee, in recognition of the important role the Roadsafe programme has to the overall transport programme.

2. This would mean that the RoadSafe Governance Group would not need to continue as a subcommittee of the Regional Transport Committee.

Background

3. At the Regional Transport Committee on 29 November 2013, the Transport Manager’s Report briefly covered the role of RoadSafe Hawke’s Bay and the sub-committee that oversees the RoadSafe function for the region. The Committee adopted the proposed Terms of Reference for the group.

4. While the Unconfirmed minutes noted that it has been an ‘extremely effective group that has operated for the last 12 years’, since that meeting, there has been further discussion since that meeting about the role and importance of the RoadSafe programme and the need to increase the awareness of the Regional Transport Committee in relation to its activities, the difficulty at times of getting full attendance, and the information from those meetings not reaching the appropriate staff and /or councillors.

Discussion

5. The membership of the Regional Transport Committee and the staff in attendance provides a more complete representative forum to which information can be given with respect to road safety activities and for discussion and direction to be considered in the regional and national strategic transport context. Item 11 provides the template for the standard update report that this Committee would receive.

6. This is considered to be a more efficient and a more integrated way of dealing with road safety matters.

7. This approach has been discussed with the Chair of the Regional Transport Committee (Cr Dick), the NZTA Regional Director for the Central Region (Ms Jenny Chetwynd, and the RoadSafe Manager (Ms Linda Anderson). All agree that bringing the RoadSafe programme directly to the Regional Transport Committee reflects the importance of these activities, enables the funding agencies to be more effectively briefed and recognises a higher priority for Road Safety within the RTC’s objectives.

8. This means that the RoadSafe Governance Group will no longer be required.

Decision Making Process

9. The Committee is required to make a decision in accordance with the requirements of the Local Government Act 2002 (the Act). Staff have assessed the requirements contained in Part 6 Sub Part 1 of the Act in relation to this item and have concluded the following:

9.1. The decision does not significantly alter the service provision or affect a strategic asset.

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

9.3. The decision does not fall within the definition of HBRC’s policy on significance.

9.4. The persons affected by this decision are the funding agencies for Road Safe activities however they are also represented on the Regional Transport Committee.

9.5. Options that have been considered include to continue with the Road Safe Governance Group.

9.6. The decision is not inconsistent with an existing policy or plan.

9.7. Given the nature and significance of the issue to be considered and decided, and also the persons likely to be affected by, or have an interest in the decisions made, Committee can exercise its discretion and make a decision without consulting directly with the community or others having an interest in the decision.

10. The Committee is required to make a decision in accordance with Part 6 Sub-Part 1, of the Local Government Act 2002 (the Act). Staff have assessed the requirements contained within this section of the Act in relation to this item and have concluded that, as this report is for information only and no decision is to be made, the decision making provisions of the Local Government Act 2002 do not apply.

11. It is noted that the RoadSafe Governance Group has not been established by the Hawke’s Bay Regional Council under the Local Government Act and it is therefore within the Regional Transport Committee’s delegation to determine the need for it or not.

Recommendations

That the Regional Transport Committee:

1. Receives the report.

2. Agrees that RoadSafe activities are reported directly to the Regional Transport Committee.

3. Agrees that a sub-committee to oversee RoadSafe activities is no longer required.

Helen Codlin

Group Manager

Strategic Development

Attachment/s

There are no attachments for this report.

HAWKE’S BAY REGIONAL COUNCIL

Regional Transport Committee

Friday 07 March 2014

SUBJECT: Roadsafe Update Report

Reason for Report

1. This is to be a regular report that provides the Committee with a snapshot of road safety activities that are being undertaken under the Road Safety Action Plans and as necessary will brief the Committee on any current or upcoming issues relevant to road safety.

2. The Road Safety Activity Report is contained in Attachment 1.

3. There are a number of strategic documents that provide the direction for the Road Safety Activities. These include:

3.1. Government Policy Statement for Land Transport 2012

3.2. Safer Journeys 2020

3.3. Communities at Risk Register

3.4. NZTA Briefing Notes

3.5. NZ Police Strategies

3.6. RoadSafe HB Strategic Plan (2013-16)

4. A number of these reports will be available to those who would like hardcopies at the meeting.

5. The current Government Policy Statement on Land Transport (GPS) expands on the strategic direction set out in the Safer Journeys 2020 strategy and continues the government’s strong focus on removing bottlenecks, encouraging economic growth and productivity and improving road safety.

6. Road safety incorporates a range of elements including network improvement, road policing, and education and awareness. Roadsafe HB and the road safety action plans focus on education and awareness programmes in co-ordination with road policing activities and proposed network improvements.

Regional Road Safety Priority Issues for 2013-14

7. RoadSafe Hawke’s Bay is part of a road safety group that develops and implements road safety education opportunities that support the National and Regional Strategic Documents listed above. The overall goal is to work towards: “A safe road system increasingly free of death and serious injury” (Safer Journeys 2020).

8. Partners include NZ Police, NZTA Traffic Safety Engineers, HB District Health Board, ACC, district and city council transport staff and other associated groups. By working in partnership, the intention is to develop road safety programmes that focus on the region’s priority issues and support the intended outcomes identified in the regional and strategic documents. By working in partnership, the reach and scope of the activities are increased and capitalise on the expertise of the partners.

9. The Regional Road Safety Priority Issues for 2013-14 are:

9.1. Central Hawke’s Bay:

9.1.1. Alcohol & Drugs

9.1.2. Loss of Control Rural Roads

9.2. Hastings District:

9.2.1. Alcohol & Drugs

9.2.2. Intersections

9.2.3. Motorcycles

9.2.4. Loss of Control Rural Roads – Head on

9.2.5. Speed

9.2.6. Young Drivers

9.3. Wairoa:

9.3.1. Alcohol and Drugs

9.3.2. Loss of Control Rural Roads – Head on

9.3.3. Speed

9.3.4. Young Drivers

9.4. Napier:

9.4.1. Intersections

9.4.2. Speed

10. Traffic incidents are reported in a number of different ways and a number of indicators are needed to understand whether the road safety programmes are effective.

11. The NZTA Briefing Notes, which is an annual publication of the road safety statistics for each district, is a key monitoring tool. The June 2013 Briefing Notes for Rural Road statistics for Central Hawke’s Bay, Hastings and Wairoa District Councils is provided in Attachments 2, 3 and 4, with the complete set being available at the meeting. The Briefing Notes which will include data for 2013 is expected to be released by the end of March 2014.

Funding

12. The Road Safety programme is funded from three sources:

12.1. HBRC targeted rate

12.2. Territorial Authorities contribution (Wairoa District Council, Hastings District Council, Napier City Council, Central Hawke’s Bay District Council)

12.3. NZTA

13. The total funding for 2013-14 is $459,002. This project is operating within budget.

14. In addition to the annual budget, other funding is often gained through partnerships with agencies which have aligned safety or health outcomes. This enables our base programme for the implementation of regional road safety education programs to be enhanced.

Decision Making Process

15. The Committee is required to make a decision in accordance with Part 6 Sub-Part 1, of the Local Government Act 2002 (the Act). Staff have assessed the requirements contained within this section of the Act in relation to this item and have concluded that, as this report is for information only and no decision is to be made, the decision making provisions of the Local Government Act 2002 do not apply.

Recommendation

1. That the Regional Transport Committee receives the report.

Linda Anderson

Regional Manager RoadSafe Hawke's Bay

Helen Codlin

Group Manager

Strategic Development

Attachment/s

1 View	Roadsafe report
2 View	CHB - Rural Road
3 View	Hastings District - Rural Road
4 View	Wairoa District - Rural Road

Rounded Rectangle: Regional Transport Committee Report

Reporting Period: November 2013-February 2014 Staff Member: Linda Anderson (Regional Manager)

Links

-National Stratgic Documents

-Regional Strategic Documents

Strategic Links National

-Safer Journeys 2020

-Communities at Risk Register

-NZTA Briefing Notes

-New Zealand Police Strategies:

Road Policing Strategy

Prevention First

Regional

-Road Safety Action Plan

-Road Safe HB Strategic Plan (2013-2016)

Road Safety Issue

Activity/Action

Partners

Update: Completed/Not Yet Completed

Alcohol and Drug Impaired Driving

Fatigue Stops

Heavy Vehicle Safety

Loss of Control Rural Roads

Speed, Alcohol, Fatigue, Driver Distraction

Prison Project

Driver Distraction

Speed

Alcohol Harm Reduction

HB Youth Alcohol Expo

Operation Unite 2013 (December 2013)

Rhythm & Vines

Wellington Anniversary Weekend

Mission Concert

Health and Safety Checkpoints/Fatigue Stops

A & P Shows (Wairoa January 2014)

Prison Project- Te whare tapa wha

Cell Phone Use in Vehicles

Stopping Distances Resource Development

Sober Driver Register

Eastern Police

HB District Health Board

Road Safe HB

Eastern Police

Road Safe HB

SADD Students

Police

Road Safe HB / Horizon’s Road Safety

SADD

CVIU

Police: Eastern/Central/Taupo

Eastern Police

RSC Tairawhiti

RSHB

Sport Hawkes Bay

Eastern Police

RSHB

HB District Health Board

Helen Small

Police

RSHB

Eastern Police

RSHB

Helen Small

RSHB

Police

-2013 HB Youth Alcohol Expo Report Completed.

-Planning is currently underway for the 2014 event

-Completed. Month long regional campaign focusing on sober driving and other road safety priorities

-Completed. Further joint activities to be developed for 2014 road safety calendar

-Completed. Further truck stops planned for the 2014 Calendar.

-Completed

-Under development

-Cell phone campaign to be implemented regionally, this will be undertaken one week of each month

-Development continuing, the DVD will focus on ‘Stopping Distances’ and the variables that affect this.

-The project focuses on drivers attending events and social occasions at licensed premises and registering as the sober driver and receiving incentives for being the nominated sober driver. This project is currently being rolled out in Central Hawkes Bay & Wairoa at this stage.

Regional Director's Report

Attachment 1

Report to:	Hawke’s Bay Regional Transport Committee
Presenter:	Jenny Chetwynd, Regional Director
Date:	7 March 2014

1. Agency News

The One Network Road Classification (ONRC) project has achieved its first major milestone, with the functional classification being approved by the Roading Efficiency Group (REG) Governance Group. This brings to an end the first phase of this important project.

Phase two is development of the Customer Levels of Service (CLoS), which will define what the fit for purpose outcomes are for each category in terms of mobility, safety, accessibility and amenity. Provisional CLoS have been developed but they will remain provisional until they can be fully tested through an iterative process of developing detailed performance measures for network operation and maintenance.

The third phase is the development of the performance measures and targets, which will effectively determine how the categories and customer levels of service translate into specific maintenance, operational and investment decisions. This work has started and will be completed during 2014.

As it did with the development of the functional classification and the provisional CLoS, the REG will be engaging with Roading Controlling Authorities (RCA’s) and other stakeholders as it develops the performance measures and targets.

Share the road campaign – promoting awareness of cyclists

The Transport Agency road safety outcomes for the last quarter show good progress has been made, and the Agency is continuing its strong focus on safety, a part of which is the Share the Road campaign which was launched in mid-January to promote awareness of cyclists.

The Share the Road campaign is designed to humanise cyclists so that motorists see them as real people – mums, dads, sisters and brothers – and remind motorists that everybody has a right to travel safely on the road. The objective is to ensure that people see the person, not simply the bike. The campaign was timed to coincide with expected increase in summer cycling activity and commuter traffic as people return to work – and also as a lead-in to Bike Wise month in February.

Safety message gains traction

Within four days of it being launched in January, the Transport Agency’s Mistakes advertisement urging drivers to slow down had more than two million views on YouTube. It had nearly seven million views in just 10 days. The ad’s popularity will go a long way towards helping change driver attitudes and behaviour. Even drivers who support safe speeds do not always put their beliefs into practice when they are driving, and speed is still a contributing factor in 20 per cent of all fatal and serious injury crashes on New Zealand roads. Last year, 83 people were killed and 408 were seriously injured in speed-related crashes

Changes to the motorcycle licensing regime

The Transport Agency is introducing a new option for getting a motorcycle licence. It will improve motorcyclists’ skills and safety, and the safety of other road users. Known as Competency Based Training and Assessment (CBTA) it will also potentially reduce the amount of time it takes to get a motorcycle licence.

CBTA will be rolled out from 1 March, allowing motorcyclists to choose between the existing driver licence testing regime and the new CBTA courses, or a combination of the two. A benefit of CBTA is that, instead of taking a practical test at each stage of their licence, motorcyclists can have their riding skills assessed by an approved CBTA assessor and progress through the system faster if they can demonstrate the necessary skills against a prescribed range of riding competencies. The more training and practical riding experience a motorcyclist gets, the more prepared they are likely to be for potentially unsafe or challenging riding scenarios, which is where CBTA has the potential to improve safety for riders. CBTA is part of the Safer Journeys strategy.

Driver Licence Stop Orders

The Ministry of Justice can now suspend driver licenses for unpaid fines relating to traffic offending. This new type of suspension, called a Driver Licence Stop Order (DLSO), is a Ministry of Justice initiative intended to combat non-payment of traffic related fines and reparation.

A DLSO suspension has the same impact on a person’s entitlement to drive as any other suspension. The Transport Agency is unable to remove a DLSO suspension. To have the suspension removed, the driver will need to contact the Ministry of Justice directly on 0800 4 FINES to discuss their options.

2. Central Region Events

FAR review update – consultation phase underway

A provisional new funding assistance rates (FAR) framework has been developed as a result of the FAR Review, and an Options Discussion Document was released to councils and other stakeholders in December. The objective of the Review is to clarify the role of funding assistance rates, ensure the way rates are set and the rates themselves are fit for purpose, and support the work the Transport Agency does with local government to deliver optimal land transport outcomes.

Planning and Investment managers are holding meetings and workshops with councils and senior staff throughout the central region. A workshop was held on 18 February 2014 with representatives from the Regional and District Councils in the Hawke’s Bay area.

For many years the local government sector has expressed dissatisfaction with the current FAR system and the Agency sees this consultation phase as a chance to engage with councils and get the feedback needed to make the best possible decisions about changes to the system. The Agency has extended the closing date for submissions on the Funding Assistance Rates (FAR) Review Options Discussion Document from 3 March 2014 to 5pm on Friday 28 March 2014.

Getting more freight on fewer trucks in Central

The Transport Agency is working with councils to implement the new 50MAX permitting process, and has made good progress in the Central Region since the first 50MAX permit was issued in October last year. Getting more freight on fewer trucks brings obvious safety benefits, but also economic benefits for producers, customers and communities.

By the end of the year, 42 per cent (i.e. 11 councils) in Central had submitted memoranda of understanding delegating permitting authority to the Agency. A further 31 per cent are considering joining. This is great progress toward enabling the freight industry to lift their productivity and work toward our goal of getting more freight on fewer trucks. The Agency appreciates the efforts Hawke’s Bay Councils are making to advance this initiative.

Road toll down in Central, but no room for complacency

The Safe Systems approach aims to prevent crashes from happening and to make sure that whenever there is a crash it doesn’t result in serious injury or death. The reduction of fatalities from road crashes in Central Region in 2013 – 37 fewer than the previous year – is encouraging and a testament to efforts of everyone involved in working to make our roads safer. With 254 fatalities, 2013 had the second lowest road toll since 1950.

However, any death and injury on our roads is a needless tragedy and, while the reduction is pleasing, there is no room for complacency. Sadly just two weeks into the New Year nationally there were 10 fatalities. The overall downward trend for accidents in the Hawke’s Bay region is of note with 500 fewer crashes reported in 2013 than 5 years ago. There has been a notable reduction (50%) in alcohol related crashes in the past 5 years. Programmed safety improvement work is being implemented across the region. The Transport Agency will continue to work with you to embed the Safe System approach to ensure that the reduction in the number of people who are killed or maimed on our roads is permanent.

NLTP developments

In the lead up to the development of the 2015-18 NLTP, the National Land Transport Programme (NLTP) investment signals were released to the sector at the end of last year. The planning and investment signals are intended to provide local authorities with an understanding of national transport investment priorities, and the outcomes the Transport Agency seeks to invest in. To be successful, the NLTP needs to be:

· Outcome based – focused on delivering outcomes aligned to the GPS and our Agency strategy

· Focused – underpinned by supporting information and evidence

· Optimised – developed and optimised in the context of a whole of system approach.

The signals also describe requirements of process and timelines for developing Regional Land Transport Plans (RLTPs). The Agency’s Planning and Investment staff are working with regions on planning their development processes for the Regional Land Transport Programmes. Concurrently, the Agency’s Highways and Network Operations staff are developing the state highway programme, and identifying what that may look like in each region.

3. Delivery of the National Land Transport Programme

National Land Transport Programme

Of the available $72,683,888, there is a total of $ 25,566,493 million of uncommitted R funds in the NLTP for expenditure in the Hawkes Bay Region. The planned Whakatu Arterial and Expressway / Pakowhai Links projects will consume much of this allocation along with seismic and safety retrofitting programmed work and also property acquisition.

There has been significant damage to network as a result of severe weather, particularly in the Central Hawke’s Bay and Wairoa Districts. The Agency is working closely with Councils to develop an emeregency works programme. .

Good progress has been made on the upgrading of existing and development of new passing opportunities on SH2 between Wairoa and Napier (4 completed). This work is funded from the $4 million special allocation following the announcement of the mothballing of the Hawkes Bay to Gisborne railway line.

State Highway Programme

Putting Customers at the Heart of our Business	Commentary/Details
Putting Customers at the Heart of our Business	Initiating the ‘Better Business Case Approach’ to projects by investing in Intervention Logic Mapping (ILM) workshops to establish the strategic case for change. This tool will allow programmes of work to be developed to ensure funds are focussed on delivering the right outcomes at the right time. The workshops will not impact on existing projects currently being delivered. We will continue to conduct our quarterly freight forums with Hawke’s Bay transport industry representatives as a means of influencing behaviour, and informing operators of significant works on our network. The forums also provide an opportunity to identify region-specific issues we can address for immediate or long-term remedy. Our next meeting is 21 March 2014. We are adopting a business as usual approach to ensure that community liaison is a core element of developing and managing projects and works plans. To ensure this approach is successful we have appointed Journey Managers to champion the customer experience and perspective. Journey management is not about the asset, the maintenance or the construction. Each journey is unique, and your Journey Manager will become the customer advocate by; understanding the network, its users and the everyday things that affect journeys. As journeys don't start or stop at our boundaries, this role will collaborate with stakeholders into our neighbouring regions.
Getting the Most out of our Urban Network Capacity	Looking forward, we intend to review the existing network to establish if it is optimised to meet the needs of all modes of transport. Determining whether road space and time is proportioned correctly for the customers, means that we can then focus on optimising network performance. Progressing this review will be a collaborative process involving regional TLAs, analysing all network routes - not just highways. NZTA has internally tensioned its M&O budget to reflect our constrained financial environment. This tension is occurring across the national network and so, to ensure greater transparency and a higher degree of collaboration, Council representatives have been invited to attend recent network tours.
Improving Freight Efficiency throughout the Region	We have design funding approved for the HB Expressway Pakowhai Links Road Intersection Project and are currently working towards the next significant milestones: Designation, Consents and Land Purchase. We are working towards starting construction in the next financial year. Construction of passing opportunities SH2 between Wairoa and Napier on should all be operational by the end of March this year. 50 Max is progressing well across the central region. SH2 Gisborne to Napier is now 50 Max enabled and SH2 north of Gisborne will be enabled by the end of April. We have submitted second-tranche HPMV route details for investment, focussed on local road feeds into existing HPMV enabled highways, and maximising the capacity of SH2 and Local Road feeders from Waipawa to Gisborne.
Safety	Safer speeds will be introduced were necessary to address safety concerns over the next few months, taking into account the need to balance efficiency with safety. Where speed reduction is imposed, we will try to mitigate lost journey time with an efficiency gain elsewhere on the corridor. Some of these sites will include rural schools where variable speeds will be imposed by electronic signage that will only be activated when children are arriving or leaving school. A safety retrofit program to the value of $1.5M has been compiled as a series of mass-action safety initiatives throughout the region. This should considerably enhance the safety of the National Strategic and Regional Strategic roads in the area.

For more information, please refer to: http://www.saferjourneys.govt.nz

Jenny Chetwynd

Regional Director

21 February 2014

Agenda Item	Action	Person Responsible	Due Date	Status Comment
NZIER Report	Carried over from November 2013 meeting.	Transport Mgr	March 2014	Chris Bain to report in this document: - http://www.med.govt.nz/sectors-industries/regions-cities/research/regional-government-expenditure-report
GPS Development	Have input into the development of the next GPS	Transport Mgr / NZTA	March 2014	MoT are anticipating a formal period of engagement of the draft GPS from late March through April which will include regional meetings (including HB). To date they have engaged regional councils through LGNZ. They also met with HDC and NCC representatives. A letter was emailed to CEOs of all councils in early December seeking a response to five questions to guide their thinking but unfortunately it was overlooked. A copy will be distributed at the meeting as the questions are still relevant to the RTC’s consideration of the draft GPS when it is released.
R Funds	Has a response been received from Minister Brownlee on information collated and sent in relation to R funds	Transport Mgr	March 2014	Awaiting a letter of reply from the Minister.
State Highway 38 – Request for Sealing	To be left on the list for regular follow-ups		Ongoing
Ford Rd extension, Whakatu and Pakowhai Links Rd	To be left on the list for regular follow-ups	NZTA	Ongoing	Update at this meeting
East Coast Rail Line	For regular update	AD	March 2014	Update at this meeting

Item	Topic	Councillor / Staff
1.
2.
3.
4.
5.
6.