HAWKE’S BAY REGIONAL COUNCIL
Regional
Transport Committee
Tuesday 15 November 2011
SUBJECT: Provisional Adoption of the R Funded
Regional Land Transport Programme
Reason for Report
1. The Regional Transport
Committee (RTC) is required to prepare a Regional Land Transport Programme
(RLTP) for Hawke’s Bay which prioritises all transport projects for funding.
2. The main focus of this report is the
allocation of the regions R funds to projects, as the RTC has been advised that
these funds will be the “first port of call” for new and improved transport
infrastructure. Prioritised projects included in the RLTP that are not able to
funded from R funds are however, still submitted for consideration for funding
from N funds.
3. The regional programme adopted by the
RTC has to be forwarded to the New Zealand Transport Agency by 30 November
2011. The NZTA will then consider projects for incorporation within the
National Land Transport Programme (NLTP) to be announced next year.
4. This report sets out the projects
recommended by the Technical Advisory Group (TAG) for inclusion into the
2012-15 RLTP against R funds and an explanation for the priority order they
have been given
5. The RTC needs to consider and adopt
these recommendations as it considers appropriate.
Statutory Framework
6. Section 13 of the Land
Transport Management Act 2003 requires Regional Councils to prepare and approve
a “Regional Land Transport Programme (RLTP)”. Section 13(1) (a) delegates this
function to the Regional Transport Committee (RTC).
7. The preparation of a
RLTP is undertaken within the policy framework contained in the Government
Policy Statement (GPS) and the Investment and Revenue Strategy. These documents
set the national context for prioritising investment in road infrastructure
projects across New Zealand.
8. The RTC has
subsequently requested the TAG to prepare a draft list of projects using
R funds for inclusion into the RLTP for the committee to consider.
9. S16.1(c) sets out the basic steps to be
followed when preparing an RLTP. These indicate that all activities or
combinations of activities to be included in an RLTP must be prioritised by the
promoting region.
10. The NZTA’s Planning, Programming and
Funding Manual states that the prioritisation processes should adopt the
process used by the Agency itself, as the basis for its prioritisation method
because:
“Consistent
use of standard methodology will give NZTA confidence that the order of
priority is evidence based and will enable the NZTA to use the regional
priorities for the purposes of preparing the NLTP”.
11. The NZTA prioritisation
process results in each project obtaining a profile in three categories;
Strategic fit, Effectiveness and Economic Efficiency. Each project “scores” a
rank of high, medium or low under each assessment category. Projects that score
H in one or more categories are more likely to be funded. TAG has followed this
approach closely in the preparation of the draft programme.
12. One factor taken into
account by TAG, which is a point of difference and additional to the NZTA
methodology, is the reference to and use of the current Regional Land Transport
Strategy. The two major studies (the WRTS and HPTS) have also provided significant
inputs to the formation of the project list.
13. These were all used by
TAG to help guide the regionalisation of the NZTA methodology (that is putting
a Hawke’s Bay focus on the programme).
Background
14. Over the last three months a series of meetings have been held by TAG. At
these meetings TAG has considered a wide range of projects put forward by the
Road Control Authorities (RCA) within the region. These projects were all
considered for inclusion into and prioritisation within, the new Regional Land
Transport Programme.
15. A list of 27 initial
projects was subsequently recommended to and considered by members of the RTC
at a workshop held in Hastings. These projects had, for the most part, been
identified through previous studies and incorporated into RCA investment
programmes (i.e. they had long standing status and acceptance regionally). At
the workshop, TAG sought direction from the RTC members on priorities, in order
to further refine the list presented.
16. In response the NZTA
representative advised that the list should be refined and targeted more
tightly and only incorporate those projects which had sufficiently high profile
scores to compete for the limited and available R funding.
17. Issues raised by other
committee members included the ranking assigned to a number of rated projects –
whether these should have a higher or lower priority, the cost of some projects
and the need to clearly enunciate the overall strategic direction of the
recommendations.
18. At the RTC meeting held
on 22 September 2011, the committee formally confirmed the need for TAG to
review the initial list of projects and priorities to ensure that the issues
identified at the workshop were properly dealt with. In addition it was advised
by NZTA that R funds were to be the first source of funds for all projects in
the region whether forwarded as part of the RLTP or applied for directly by
road control authorities.
19. Consequently, TAG have
held further meetings to consider the issues identified by the committee and
make adjustments to the proposed programme, in consequence of these. Attachment
1 has resulted from this process and is now recommended for adoption by
TAG.
The Process
20. In undertaking this work
TAG has been fully cognisant of the government’s desire to use available R
funds to improve productivity and economic efficiency, along with the
effectiveness and safety of the countries transport system.
21. TAG considers that the
recommended project list and priorities within it, will fully integrate future
and current land use and transport in the region, while “reaping” the best
economic, effectiveness and safety returns from the limited R funds available.
22. In reaching these
recommendations, TAG has considered:
22.1. the strategic framework contained within
the Regional Land Transport Strategy 2008 (RLTS),
22.2. the strategic direction (and
likely outcomes) of the Heretaunga Plains Transportation Study 2011. This study
is based on recent and current development strategies for residential,
commercial and industrial activities for the Napier and Hastings urban areas,
most notably the Heretaunga Plains Urban Development Strategy 2010 (HPUDS),
22.3. the strategic issues and
recommendations identified in the Wider Region Transportation Study 2011. This
looked specifically at HPMV on an intra and inter regional basis; and
22.4. the project profiles achieved
under the NZTA project assessment system for strategic fit, effectiveness and
efficiency (BCR)
23. TAG has also been
cognisant of the strategic focus within the region flowing from previous
studies (e.g. the HPTS 2004 and Rural Transport Study 2005) and the last RLTP,
which all sought to the resolve long term freight transport issues within the
region.
24. Lastly, TAG has taken
account of existing strategic development plans of the region’s councils where
they relate to and affect the provision of transport infrastructure,
particularly in Napier in respect to Prebensen Drive and associated works
required along that key freight route to and from the port.
Strategic Focus
25. Because of the limited
funds available to the region, TAG has focussed on the single most important
strategic issue facing the region;
“improving the
economic efficiency, effectiveness and safety of the routes servicing the
regions economic production centres and in particular the transport routes to
and from the Port of Napier”.
26. This has meant that a
number of otherwise worthwhile projects have had to be deferred or reduced in
scale, in favour of applying the available (limited) R funds to projects that
best align with this strategic focus, while at the same time remaining
consistent with the criteria which must be applied to satisfy the GPS and IRS
and ensure funding is approved by NZTA.
27. In essence projects have
been prioritised to complete key individual elements of the strategic network
with the funds available, rather than attempting to address a wider range of
problems or every issue raised (even in part).
28. This was done as it was
considered that a broad approach would spread the available funds too thinly
and cause the region to miss its primary targets (i.e. achieving the regions
aims around freight management, economic development and significant safety
issues linked to these projects).
29. Even so, many projects
that are not strategically linked, have been considered and included in the
programme for investigation and future implementation as funding becomes
available, either through the freeing up of R funds or new N funding,
Risks
30. The
primary risk to the proposed programme arises from the different levels of
“certainty” applying to a number of the projects included in the programme.
31. Some projects are at an
advanced stage with all consents obtained and design work largely completed.
Others are at a more conceptual stage and there are a number of potential
“blocks” to progressing them within the time that the region’s R funds, under
the current policy, are likely to remain available.
32. As such these projects
have the potential to “tie up” funds. The worst case scenario arising from this
is that the funds are not spent in the region and are reallocated nationally.
33. TAG therefore considers
that contingencies need to be identified to cover the situation where any of
the preferred projects, fall behind program and cannot be delivered while R
funds remain available.
34. If this happens and the
delivery of a project is not likely to meet the delivery date specified for it
(and importantly the use of the regions R funds within Hawke’s Bay), it is
recommended that the RTC firstly ask for an extension to the cut-off date for
the “commitment of R funds” from Government and failing that being agreed,
second, the funds be re-applied at that time to the other high priority
projects identified on the list in the RLTP.
35. A first priority in any
reallocation process would be to apply funding to individual projects
identified as being “part of” the strategic links contained in the programme.
36. For instance, in the
case of the Whakatu arterial link, this would mean that the intersection
upgrade at the Pakowhai Road / expressway junction could proceed as a project
or the connection to Pakowhai Road into/out of Whakatu.
37. As a second priority,
other projects in the programme which are ready to proceed (i.e. the next
competing project) can be considered. A number of safety focussed projects over
and above those already included in the programme would rise closer to the top
of the priority list for consideration by the RTC at that time.
38. With this in mind TAG
have prioritised all the potential projects to ensure any reallocation of funds
has been properly taken into account and the projects are either consistent
with the strategic focus or fully justified under other criteria (e.g. safety)
when making a case for funding.
Programme - Strategic
projects
39. The key projects
recommended for inclusion into the RLTP, all follow logically on from the
strategic approach taken. They reinforce the region’s strong focus on achieving
the widest possible range of outcomes (i.e. economic efficiency, effectiveness
and safety) but in particular economic development. They all ensure efficient
and effective transport links to connect production centres and sources of raw
material supplies and enable the export and import of raw materials and
finished goods through the port at Napier.
40. These top projects have
in turn been prioritised on the basis of travel from “source to destination”
(i.e. hinterland to port), rather than randomly and should all be viewed as
strategic works.
41. They build on the
declaration of SH No.2 south as a route of national strategic importance,
recent investment in the southern extension of the expressway and the likely
significant increased production on the Ruataniwha Plains. All these factors
are expected to increase freight flows into and out of Hastings (including
Whakatu/Tomoana) for processing and on to the port at Napier for export, in
addition to normal economic growth in the region.
42. This strategic approach
has resulted in TAG promoting the following strategic projects (some with a
number of major components which can proceed as linked projects or as stand
alone projects should the overall link not proceed) for funding through the
RLTP.
Origin to expressway
Whakatu
Arterial Link
43. The first project/priority
is the ‘Whakatu Arterial Link’ (including the SH50A / Pakowhai Road
intersection, minor upgrades for HPMV and the SH2 / Napier Road intersection).
This link connects from Havelock North across to Whakatu and from there across
country via the Chesterhope Bridge along Pakowhai Road and onto the expressway
towards the Port at Napier.
44. This link is considered
by TAG to be the primary strategic roading infrastructure project in the region
and the best fit to the GPS/IRS criteria of increasing economic productivity,
effectiveness and safety.
45. In particular, these
works are recommended by TAG because:
45.1. commercial vehicles
(HCV’s and HPMV’s) and production on the Heretaunga Plains, especially through
servicing existing industry and its future growth, in the key Whakatu/Tomoana
industrial areas, it will provide a more efficient route to the port and more
opportunities for HPMV use,
45.2. it will contribute to
significant economic development by enabling improvements in the efficiency of
moving export produce from the south and east of Hastings to the port at
Napier. It will also enable the movement to/from industrial/cold storage areas
at Tomoana and Whakatu of raw materials and finished products,
45.3. it will alleviate
existing and future capacity issues and reduce current transport impacts on
residential areas of Hastings by providing an alternative route to reach the
expressway, for traffic travelling to the west / north of the Heretaunga Plains
and to / from and about the eastern urban area of Hastings / Havelock North. In
that respect the TAG considers that this link can be considered to be a partial
substitute for the previously proposed Northern Arterial Route (NAR) which ran
into land acquisition issues and which was previously the 2nd ranked regional
priority work on the Heretaunga Plains; and
45.4. it will also assist
by providing a route to the port for HCV’s which currently choose to travel via
the SH No.2 coastal route from out of the region to/from the port at Napier.
46. While the programme
currently indicates an ‘at grade’ solution for the Pakowhai Road / (SH 50A)
expressway intersection, this solution is still subject to design
investigation. The project scope extends to just north of the Tutaekuri River
Bridge, to ensure any proposed solution is future proofed and reflects the
expressway’s role as a national strategic highway.
47. TAG notes that the
level of efficiency of any proposed “at grade solution”, needs to be considered
against the limited R funding available, the ability to future proof the design
and the need to ensure sufficient funds are released and can be applied to
other projects, which are value for money and integral parts of the regions
strategic approach.
48. It is also noted that
while the Pakowhai Road/(SH 50A) expressway intersection upgrade should proceed
for efficiency and safety reasons and as it sits on a national strategic route,
regardless of whether the Whakatu arterial link does proceed, as it delivers
efficiency and safety benefits to support its implementation in any event.
49. At present the concepts
for the intersection include a “grade separated” and an “at grade” solution.
TAG is recommending the adoption of an at-grade solution for inclusion in the
programme.
Expressway to
destination
Ford Road Extension
50. The
second project/ priority recommended is the extension of Ford Road (linked
projects include Prebensen Drive 4 laning and the Hyderabad Road / Prebensen
Drive and Pettigrews roundabout upgrades).
51. This
work is considered to be of strategic importance. It sits on Prebensen Drive,
which has been identified as a key route both in terms of accessing the Port of
Napier and in servicing the current industrial area of Onekawa and future
adjacent Large Format Retail / Technology Park areas.
52. Because
the port and the adjoining industrial/retail areas have such a vital and
significant role in the regions economy, and for the port also the national
economy, improving the efficiency of this access route, will aide economic
development, especially the transport of goods for processing and export, this
being fully consistent with the strategic focus adopted.
53. This
work is recommended by TAG because:
53.1. it improves the utility of Prebensen
Drive in its role as the primary connection to the Port of Napier both for
traffic originating from sources to the north and west of Napier and from the
south,
53.2. it will enable better control of the
Austin Street intersection and so ensure safer and more efficient flows are
maintained on Prebensen drive; and
53.3. by delivering a more efficient link to
/ from the Onekawa Industrial area onto Prebensen Drive and the wider arterial
network and in the process providing for HPMV capability for the Onekawa
Industrial area, it ensures more efficient access to / from the port, this
creating economic returns at both a regional and national level.
Four Laning of Prebensen Drive
54. The third
project/priority recommended is the 4 laning of Prebensen Drive from the
expressway to Hyderabad Road (linked project is the upgrade of Prebensen Drive/
Hyderabad/Pettigrews roundabouts).
55. This work is considered
to be of the same strategic importance as the Ford Road extension. However it
needs to follow that work, as the proposed changes at the Austin Street
intersection with Prebensen Drive (median separation) that will take place with
the 4 laning, require the Ford Road extension to be in place before they can
proceed.
56. As with the Ford Road
project, this work will improve the efficiency and effectiveness of Prebensen Drive
in its role as a key access to the port at Napier, and in servicing existing
and proposed industrial and large format retail areas.
57. This work is recommended
by TAG because:
57.1. it provides for improved east-west
connectivity and capacity between the Hawke’s Bay Expressway and the Port of
Napier,
57.2. it will improve traffic flow on
Prebenson Drive as the HPTS 2011 has identified a need in the short term to
build capacity into the network to accommodate future development adjacent to
this route while maintaining efficient access to the port at Napier,
57.3. it will facilitate HPMV access to
the port and the Onekawa industrial area and proposed future industrial
(technology park) and large format retail (LFR) development areas,
57.4. it will enable the better control of
access onto Prebensen Drive from adjoining properties/businesses, this enabling
route efficiencies, reducing side friction and resulting in road safety
benefits; and
57.5. it will provide improved safety
through the provision of off-road cycle and walking facilities alongside the
upgraded route consistent with the Napier City Council Walking and Cycling
Strategy.
Prebensen Drive / Hyderabad / Pettigrews Roundabout
upgrades
58. These works should
ideally be undertaken at the same time as the 4 laning of Prebensen Drive,
funding permitting. It is considered that the existing roundabouts, even with
appropriate signage controls, cannot continue to operate effectively in the
short to medium term and that the full potential of the 4 lane project would be
more likely to be realised with the intersection upgrades.
59. The unknown factor is
how quickly traffic growth rates and local development will affect the level of
service at the roundabouts for port related through traffic. The worst case
scenarios suggest that in the event that the nearby LFR and industrial areas
are developed quickly and the 4 laning is in place, the roundabouts could be
under pressure in as little as the next three years.
60. TAG considers that there
may well be other options that should be investigated if pressures do arise
even earlier at the roundabouts. Consistent with the overall strategic focus,
the installation of a single “slip lane” to provide a direct route from
Prebensen Drive towards the port, might still ensure efficient access was
available to loaded HCV’s delivering goods to the port for export. However this
solution does not deal with all issues identified by NZTA at the roundabouts.
61. Generally, whatever the
upgrade proposal chosen, TAG consider that dealing with the roundabouts is an
essential part of the strategic approach taken when preparing these
recommendations, as these works will ensure that “local” traffic congestion
does not detract from the operational efficiency of the links connecting to the
port at Napier.
62. These works are
recommended by TAG because:
62.1. they will ensure improved
connectivity and capacity between the Hawke’s Bay Expressway and the Port of
Napier as part of the regions strategic network,
62.2. they will facilitate HCV and HPMV
access to the port, existing industrial areas within Napier and proposed future
industrial and retail development areas along Prebensen Drive; and
62.3. they provide improved links and
capacity between the Napier CBD and proposed future commercial and industrial
developments along Prebensen Drive.
Programme – Other projects
63. TAG notes that all of the following projects can be brought up the
programme list at a future date by the RTC, if this is necessary (other
projects drop off), desirable (a significant new factor emerges) or possible
(additional external funds are released). The RTC is able to adjust the future
timing of the construction phase of projects in such situations particularly if
national policy or funding is changed, the latter being the most important
control factor. As such all the following projects have been placed in an
indicative order of priority to enable this to happen with the minimum of delay
and seamlessly, should the opportunity arise to do so. Projects which need
investigation or design work to be completed to place them in a position to
proceed to construction are also included here.
SH No.2 / SH No.
50A Pakipaki intersection
64. Provision to enable the
preparation of a design for this intersection has been made, based on the
Committees preference for traffic to be directed to the expressway when heading
north across the Heretaunga Plains. While this work has a ranking below the
strategic projects, it is recognised that it has strong linkages to these,
while also sitting on a national strategic route.
65. NZTA presently have a
commitment to construct passing lanes immediately to the south of this
intersection and have advised that they wish to have the opportunity to assess
how that project relates to any future changes and design at the intersection.
66. For these reasons funds
for design are provided in the programme, while the construction is ranked so
that work can proceed subject to R funding availability. This project is
included on the basis that it should proceed, if sufficient R funds remain
after the strategic projects have been fully investigated scoped, costed, and
committed.
Te Mahanga
Passing Lane
67. Provision for the
development of this passing lane has been made, based on high safety benefits,
but at a ranking below the strategic projects. This project is included on the
basis that it currently has a high benefit/cost ratio (BCR). Because of this,
TAG consider that it should proceed, if sufficient R funds remain after the
strategic projects have been fully investigated scoped, costed, and committed.
Passing
Opportunities SH No.2 north ( at Shaws Cut n/s; Te Ngaru n/s; Waihua n/s)
68. These projects were part of the previously identified
sixteen passing opportunities on State Highway No.2 to the north of the region.
They have now been re-profiled. This further analysis was based on the
recommendations in the WRTS 2011.
69. These projects will have the greatest safety and efficiency
benefits to road users as the forestry harvest increases over the next 5 years
and the number of HCV’s (and possible introduction of HPMV’s) on the route
rises. The passing opportunities achieve a BCR above 4.
70. These passing opportunities are recommended by the TAG for
inclusion in the programme, but at a ranking below the strategic projects.
These are included on the basis that these projects should proceed, if there
are sufficient R funds remaining after the strategic projects have been fully
investigated, scoped, costed and committed.
Mahia Access Blacks Beach
71. Provision
of part of the necessary investigation funds is proposed to be made by TAG, to
assist Wairoa District Council to assess alternative routes and/or the
alternative of a coastal protection structure for the existing route. TAG
recognises that WDC can obtain funds through its district roading programme
(e.g. maintenance), but given the “lifelines” importance to the Wairoa
community of this link, support in the form of “r” funds, even in part, is
considered desirable to show regional support. There is also a small risk that
future access to emergency funds could be lost, if there is a sudden failure of
the route, if this recognition and support is not in place. As such TAG
recommends that an allocation of $100,000 investigation funds be included in
the RLTP.
SH No.2 / SH No.50 Intersection
72. A solution for safety issues at the SH No.2/50 intersection has been
accommodated in the programme, but at a ranking which sits below the strategic
projects. This project is included on the basis that it should proceed, if
sufficient R funds remain after the strategic and higher ranked other projects
have been fully investigated, scoped, costed and committed.
HB Expressway
73. The delays currently
developing on the HB Expressway north of the Tutaekuri Bridge are proposed to
be investigated under the programme. However TAG notes that the extent of
available R funds will not be able to cover the cost of dealing with the likely
primary cause of these delays on the expressway, these currently being
attributed to capacity issues on the two lane Tutaekuri River Bridge.
74. TAG considers in any
event that the proposed programme may relieve an element of the “congestion”
with the works proposed around the Pakowhai road / expressway intersection, but
at this stage the extent of any relief cannot be determined. The section of the
expressway between Kennedy Road, Meeanee and the Tutaekuri River Bridge, has
also been identified as having safety issues which will also be investigated
under this project.
75. The solution for these
capacity and safety issues has not been identified at this time so provision
has been made in the programme for investigations, but at a ranking which sits
below the strategic projects.
Regional road
safety
76. The programme already
addresses a number of significant safety issues where they occur within the
strategic network covered by the main priorities in this programme (e.g. Napier
road/SH No 2 intersection). Safety issues which have been identified on other
parts of the network are also covered in the programme for investigation, but
construction is subject to funding availability.
77. TAG has agreed to that
investigations should however proceed on S.H No 2 between Ellison Street and
Awatoto Road because this section of highway is bounded by Norfolk Pines, which
pose a known hazard, has been identified in the Kiwirap and has a high profile
under the IRS criteria. NZTA has indicated that a number of fatalities and
serious accidents on this section of the highway have also occurred over the
last 5 years which NZTA attribute to the road / tree configuration.
78. The safety issue
identified by NZTA along the section of SH No.2 between Ellison Street and
Awatoto Rd is recommended by TAG to be included in the RLTP for investigation.
Any work projects arising from this investigation can be considered for future
inclusion in the programme by the RTC, should funds become available after
completion of the strategic projects and the other higher ranked projects on
the list.
Programme – Conditional
projects
Stand Alone Connection
at Napier Road / SH No.2
79. If the Whakatu arterial
link does not proceed, TAG recommends that the NZTA proposal to construct a
stand alone connection onto SH No.2 at Napier Road, (likely to be a roundabout)
proceed for safety reasons. The project is therefore identified in the
programme as an independent item, but it is recommended by TAG that it be
deferred until the future of the Whakatu arterial link is determined.
Stock Truck Effluent Facility
80. The
provision of a stock truck effluent facility on SH No.2 north of Napier, has
been identified in the WRTS as a strategic issue for the region. The provision
of a new facility at Matahoura has been included in the RLTP and prioritised
using the default priority rating applied nationally for such facilities by
NZTA.
81. The
provision of this facility is dependent upon the Regional Council agreeing to
fund the capital cost (other than the roading component which would be
undertaken by NZTA) of this project. No such commitment currently exists.
82. It
is however proposed by TAG that funds to complete the design be allocated
within the programme, so that in the event that both “surplus” R funds become
available within the overall programme and the local share is funded by HBRC,
the project is ready to be further considered.
83. Overall
however TAG considers that, because this project has a lower regional priority
relative to what the NZTA profiling suggests, makes no strategic contribution
to the roading network and there is no commitment to the “local share” of the
funding for this work, the construction of this project be deferred at this
time.
Programme – long term
Regional network
efficiency (Northern, Southern and Western SH links)
84. The WRTS identified the
need for passing opportunities on SH No.2 to the north of the region, but
particularly along the section of the route that is anticipated to carry future
HCV and HPMV traffic servicing the growing forestry industry. Of the sixteen
proposed passing opportunities, three (these are dual n/s configurations) will
potentially proceed if R funds become available. However the remaining projects
are included at this time on a long term basis.
85. The nationally strategic
route to the south of the region (SH No.2) has been recognised in part, with
the recommended inclusion of the Te Mahanga passing lanes subject to funding
availability. Additional projects listed for the long term, include Corkscrew
Gully, and Silverstream. None of these are however recommended for R funding
and are presently recommended by TAG for consideration under N funds only.
Wider Regional
Transportation Study
86. HPMV Capability on SH
No.5 between Napier and Taupo is being provided for, as existing structural
deficiencies on the two key bridge structures are being managed through NZTA
committed works funding. This will result in the bridges being HPMV capable.
87. The WRTS identifies many
other opportunities to develop the regions transport network. These
opportunities have been considered by TAG, which recommends that these be followed
up, but only as the primary strategy is delivered and/or funds become
available.
Heretaunga
Plains Transportation Study
88. Further transportation
projects may be recommended at the completion of this study. However, the
proposed RLTP, as presented, picks up on the key elements ( major projects)
that are likely to be put forward in the finalised document for early
completion. These are the Whakatu arterial and linked works and the Prebensen
Drive and linked works.
89. Any other projects will
need to be considered by the RCA’s responsible for their delivery and once
accepted, will be able to be put forward for consideration in future RLTP.
90. The most likely of these
will be increasing capacity on the expressway, the northern arterial corridor
at Hastings (part replacement of the previous NAR) and improving links between
Hastings and Havelock North.
Decision
Making Process
91. As the decision to be
made relates to the Draft Regional Land Transport Programme Committee, only the
funding organisations can vote on this decision.
92. The Objective
representatives and the representative for cultural interests have full
speaking rights however.
93. Council is required to
make every decision in accordance with the provisions of Sections 77, 78, 80,
81 and 82 of the Local Government Act 2002 (the Act). Staff have assessed the
requirements contained within these sections of the Act in relation to this
item and have concluded the following:
93.1. Sections 97 and 88 of
the Act do not apply.
93.2. The decisions required
will be made under the requirements of the Act.
93.3. The decision required
does not fall within the definition of Council's policy on significance.
93.4. The persons affected
by this decision are road users and the travelling public generally.
93.5. Assessing options is
not required as the Council is carrying out a process required of it by
statute.
93.6. The decision is not
inconsistent with an existing policy or plan.
93.7. Given the nature and
significance of the matters to be considered and decided and also the persons
likely to be affected by, or have an interest in the decision made, Council can
exercise its discretion and make a decision without consulting directly with
the community or others having an interest in the decision.
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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. Resolves to include within the Regional Land
Transport Programme 2012-15 for Hawke’s Bay, the projects and their
indicative timing and costing, as set out in this report and as shown in
attachment 1 appended to this report subject to:
2.1 any final
amendments being made at the meeting, the reasons in
paragraphs 19 to 90 of this report being the basis for the programme,
and
2.2 the recommended
projects being consistent with the recommendations contained in the
Heretaunga Plains Transportation Study as adopted at the committee meeting to
be held on 29 November 2011.
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M.J.Buchanan
BESL
CONSULTANCY
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Carol Gilbertson
Transport
Manager
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Attachment/s
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1View
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Priority
Projects R Funds
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2
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Swamp Ramp
RLTP NLTP SHP Hawke’s Bay
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