Transport Committee - August 2013

I hereby give notice that an ordinary meeting of the Transport Committee will be held on:
Date: Time: Meeting Room: Venue:
Wednesday, 7 August 2013 10.00am Reception Lounge Auckland Town Hall 301-305 Queen Street Auckland
Transport Committee OPEN AGENDA

MEMBERSHIP Chairperson Deputy Chairperson Members
Cr Mike Lee Cr Hon Chris Fletcher, QSO Mr James Brown Cr Dr Cathy Casey Cr Sandra Coney, QSO Cr Des Morrison Cr Richard Northey, ONZM Cr Dick Quax Mayor Len Brown, JP Deputy Mayor Penny Hulse All other Councillors
Cr Sharon Stewart, QSM Cr Wayne Walker Cr Penny Webster Mr Glenn Wilcox Cr George Wood, CNZM
Ex-officio
Ex-officio (without voting rights) Independent Maori Statutory Board (Alternate) (Quorum 7 members) Quorum must include at least 3 named voting members
Mr David Taipari
Julia Thompson Democracy Advisor 7 August 2013 Contact Telephone: (09) 367 3073 Email: Julia.thompson@aucklandcouncil.govt.nz Website: www.aucklandcouncil.govt.nz
Note:
The reports contained within this agenda are for consideration and should not be construed as Council policy unless and until adopted. Should Members require further information relating to any reports, please contact the relevant manager, Chairperson or Deputy Chairperson.
TERMS OF REFERENCE
The Transport Committee will have responsibility for: Input into the Auckland Plan in relation to transport issues and aspirations; Advocating on behalf of Auckland to develop and enhance transport and connectivity for the region; and Prepare and recommend Regional Land Transport Strategy to the Governing Body and provide input on behalf of the Governing Body to the Auckland Regional Transport Programme. Relevant legislation includes but is not limited to: Local Government (Auckland Council) Act 2009; Resource Management Act 1991; Land Transport Act 1998; and Land Transport Management Act 2003.
Transport Committee 07 August 2013 ITEM TABLE OF CONTENTS 1 2 3 4 5 Apologies Declaration of Interest Confirmation of Minutes Petitions Public Input 5.1 6 7 8 9 10 11 12 13 14 15 16 Congestion Free Network Plan PAGE 5 5 5 5 5 6 6 7 7 9 11 17 111 123 197 299
Local Board Input Extraordinary Business Notices of Motion NZ Transport Agency - Progress Report Land Transport Management Amendment Act 2013 Rail Patronage Red Light Cameras at Signal Intersections Mill Road-Redoubt Road And Cheesman's Bush Transport Update Correspondence Consideration of Extraordinary Items
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Transport Committee 07 August 2013 1 Apologies At the close of the agenda no apologies had been received. 2 Declaration of Interest Members are reminded of the need to be vigilant to stand aside from decision making when a conflict arises between their role as a member and any private or other external interest they might have. 3 Confirmation of Minutes That the Transport Committee: a) 4 confirm the minutes of its meeting held on 5 June 2013 as a true and correct record.
Petitions At the close of the agenda no requests for petitions had been received.
Public Input Standing Order 3.21 provides for Public Input. Applications to speak must be made to the Committee Secretary, in writing, no later than two (2) working days prior to the meeting and must include the subject matter. The meeting Chairperson has the discretion to decline any application that does not meet the requirements of Standing Orders. A maximum of thirty (30) minutes is allocated to the period for public input with five (5) minutes speaking time for each speaker.
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Transport Committee 07 August 2013 5.1 Congestion Free Network Plan
Purpose 1. To provide an opportunity for Mr Cameron Pitches from Campaign for Better Transport to present to the Transport Committee on their "Congestion Free Network" plan.
Executive Summary
2. Voluntary groups Transport Blog, Generation Zero and The Campaign for Better Transport have collaborated to produce The Congestion Free Network. The Congestion Free Network is a proposed blueprint for the future expansion of mass transit in Auckland. Aucklands proposed Integrated Transport Programme (ITP) promotes expenditure of $60 billion on a number of transport projects in the next 30 years. These groups propose that, even if all the funds can be found, several adverse outcomes resulting from the ITP have been modelled: Congestion will be worse than it is today, with the incidence of excessive congested travel increasing from 12% today to 27% by 2041. Greenhouse gas emissions will increase by 17% from 2009 to 2040, while the Auckland Plan has a target of a 49% reduction. Public transport mode-share to the city centre hardly changes from 50%, while the Auckland plan has a target of 70% by 2041. Walking, cycling and public transport mode-share falls well short of Auckland Plan targets. Recommendation/s That the Transport Committee: a) b) receive the verbal presentation from Mr Cameron Pitches on their Congestion Free Network Plan. thank Mr Cameron Pitches, Campaign for Better Transport, for his presentation.
Appendices A Congestion Free Network Plan ................................................................. 333
Local Board Input Standing Order 3.22 provides for Local Board Input. The Chairperson (or nominee of that Chairperson) is entitled to speak for up to five (5) minutes during this time. The Chairperson of the Local Board (or nominee of that Chairperson) shall wherever practical, give two (2) days notice of their wish to speak. The meeting Chairperson has the discretion to decline any application that does not meet the requirements of Standing Orders. This right is in addition to the right under Standing Order 3.9.14 to speak to matters on the agenda.
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Transport Committee 07 August 2013 At the close of the agenda no requests for local board input had been received. 7 Extraordinary Business Section 46A(7) of the Local Government Official Information and Meetings Act 1987 (as amended) states: An item that is not on the agenda for a meeting may be dealt with at that meeting if (a) (b) The local authority by resolution so decides; and The presiding member explains at the meeting, at a time when it is open to the public,(i) (ii) The reason why the item is not on the agenda; and The reason why the discussion of the item cannot be delayed until a subsequent meeting.
Section 46A(7A) of the Local Government Official Information and Meetings Act 1987 (as amended) states: Where an item is not on the agenda for a meeting,(a) That item may be discussed at that meeting if(i) That item is a minor matter relating to the general business of the local authority; and the presiding member explains at the beginning of the meeting, at a time when it is open to the public, that the item will be discussed at the meeting; but
(ii)
(b)
no resolution, decision or recommendation may be made in respect of that item except to refer that item to a subsequent meeting of the local authority for further discussion.
Notices of Motion At the close of the agenda no requests for notices of motion had been received.
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Transport Committee 07 August 2013
NZ Transport Agency - Progress Report

File No.: CP2013/14559
Purpose
1. To provide a verbal update to the Transport Committee on the progress of the Auckland State Highway Programme.
Executive Summary
2. Tommy Parker, Auckland/Northland Regional Highways Manager, New Zealand Transport Agency will provide a verbal update to the Transport Committee on the Auckland State Highway programme.
Recommendation/s
That the Transport Committee: a) b) receive the verbal presentation from Mr Tommy Parker, Auckland/Northland Regional Highways Manager, New Zealand Transport Agency. thank Mr Tommy Parker, New Zealand Transport Agency for his presentation.
Attachments
There are no attachments for this report.
Signatories
Authors Authorisers Julia Thompson - Democracy Advisor Kevin Wright - Manager: Transport Strategy
NZ Transport Agency - Progress Report
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Item 9
Land Transport Management Amendment Act 2013

File No.: CP2013/16452
Purpose
To update the Committee on the key changes arising from the Land Transport Management Amendment Act 2013 that are relevant to Auckland Council.
Executive Summary
1. The Land Transport Management Amendment Bill received royal assent on 12 June 2013 and is now officially in force as the Land Transport Management Amendment Act 2013 (LTMAA).
http://www.legislation.govt.nz/act/public/2013/0035/latest/DLM4662912.html
2. The key changes the LTMAA has made to the Land Transport Management Act 2003 (LTMA) that are relevant to Auckland relate to: (1) The planning and funding framework: Auckland Council is no longer required to produce a Regional Land Transport Strategy. The Auckland Transport Board becomes the Regional Transport Committee for Auckland. Auckland Transport will prepare a Regional Land Transport Plan (RLTP) which will set the objectives and targets for transport and a funded programme. The RLTP needs to be consistent with the Government Policy Statement on Land Transport Funding (GPS). Section 14(c) only requires Auckland Transport to take into account any relevant Council plan that is in force under the Resource Management Act 1991, such as the Auckland Unitary Plan. (2) Repeal of the provision for regional fuel taxes. (3) Establishment of a new policy framework for planning and managing public transport, known as the Public Transport Operating Model. (4) Change to the purpose of Auckland Transport to one that aligns with the new purpose of the LTMA which focuses on an effective, efficient, and safe land transport system in the public interest. 3. The overall effect of these changes is to better align the RLTP with the GPS.
Recommendation/s
That the Transport Committee: a) receive the Land Transport Management Amendment Act 2013 report.
Discussion
4. The Governing Body considered the LTMA Bill at its meeting on the 25 October 2012. Councilor Lee presented the Council submission to the Select Committee. The Select Committee considered the submission but didnt make the amendments sought by Auckland Council. 5. The Land Transport Management Amendment Bill received royal assent on 12 June and is now officially in force as the LTMAA. The new legislation amends the LTMA and repeals the Public Transport Management Act 2008, carrying over its relevant provisions.
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Item 10
Transport Committee 07 August 2013 6. The key changes to the Act that are relevant to Auckland Council relate to:
Item 10
The planning and funding framework Repeal of the provision for regional fuel taxes Establishing a new framework for planning and contracting public transport services, known as the Public Transport Operating Model Governance changes through consequential amendments to the Local Government Act Change to the planning and funding framework 7. A key change has been the consolidation of regional planning documents. Auckland Council is no longer required to produce a Regional Land Transport Strategy. The strategic direction for transport is set out in the Auckland Spatial Plan. The Auckland Transport Board is now the Regional Transport Committee for Auckland (not Councils Transport Committee). 8. Auckland Transport is required to prepare a Regional Land Transport Plan (RLTP) by 2015 which will set the objectives and targets for transport and a funded programme. This will replace the existing Regional Land Transport Programme.
9. The RLTP needs to be consistent with the Government Policy Statement on Land Transport Funding (GPS). This represents a significant change, with the Government (as funder) seeking greater alignment between regional plans and programmes with the GPS. Section 14(c) only requires Auckland Transport to take into account any relevant Council plan that is in force under the Resource Management Act 1991, such as the Auckland Unitary Plan. The LTMA makes no reference or connections to the Auckland Spatial Plan. The intention is to align the programme better with NZTA as a funder. 10. Auckland Council retains a level of influence through the Long Term Plan and Annual Plan which set funding allocations to Auckland Transport, identify objectives and targets. Auckland Transport is required to give effect to the Long Term Plan under Section 92 of the Local Government (Auckland Council) Act 2009 and act consistently with other plans and strategies of Council to the extent specified in writing by Council. 11. The principal implication of this is that Auckland Transports Statement of Intent will be an important mechanism for Council to influence the next RLTP to ensure that it reflects Councils requirements as a funder and the outcomes sought in the Auckland Plan. 12. Figure 1 highlights the relationship between Auckland Transport and its two funders and the key documents that influence Auckland Transport. It illustrates a potential for tension between the objectives and targets that the Auckland Transport Board sets in the RLTP and the objectives and targets the Council sets in the LTP.
Auckland Council
Auckland Plan (Strategic direction ,30 years)
Auckland Transport
Integrated Transport Programme (30 years) Regional Land Transport Plan (10 years)
Central Government
Government Policy Statement on Land Transport Funding
(Funding allocation, 3 years)
Long Term Plan (Funding allocation,

years)
10
National Land Transport Programme (10 Years)
AT Statement of Intent (Programme

guidance, 3 years)
Local Board Plans (Local area programme

guidance, 3 years)
Unitary Plan (Land use planning, 10 years)

Land Transport Management Amendment Act 2013 Page 12
Transport Committee 07 August 2013 Changes to Local Government (Auckland Council) Act 2009 13. Section 15 (1) (cb) of the Local Government (Auckland Council) Act 2009 made it clear that the governing body had responsibility for setting the transport objectives and transport funding for Auckland, rather than Local Boards. The LTMAA repealed section 15(1) (cb). Ministry of Transport staff has acknowledged that there was no intention to change the allocation of the Councils decision-making between the governing body and the local boards and that MoT will be seeking to rectify this (Attachment A). 14. The Council continues to have statutory responsibilities around funding (the governing body sets the Long Term Plan and Annual Plan) and setting the strategic direction (Auckland Plan). 15. The LTMAA changes the overall purpose of the LTMA to one that focuses on an effective, efficient, and safe land transport system in the public interest. It amends the Purpose of Auckland Transport (Section 39 of Local Government (Auckland Council) Act 2009) to align with this new purpose The purpose of Auckland Transport is to contribute to an effective, efficient, and safe Auckland land transport system in the public interest. 16. The principal implication of this change is the potential for Auckland Transport to determine what is in the public interest and this might be different from the Councils aspirations in the Auckland Plan or Councils view of the community outcomes that Auckland Transport should be advancing. Repeal of the provision for regional fuel taxes 17. Regional fuel taxes are no longer an available funding mechanism for Councils. This was taken into consideration in the Consensus Building Groups final report to Auckland Council. 18. The principal implication of this change is that a change in legislation would be required if any council wishes to pursue a regional fuel tax. PTOM 19. The LTMAA has established in legislation a new policy framework for planning and managing public transport, known as the Public Transport Operating Model. 20. The Public Transport Operating Model allows long-term partnering arrangements to be built between regional councils and transport operators. 21. This is a critical milestone for the development of the bus and ferry service network in Auckland, as it will enable full public transport service contracting through the new Public Transport Operating Model. This will enable the revised bus networks proposed for the region to be implemented, starting with the South Auckland bus service tendering later in 2013.
Consideration
Local Board Views
Local Boards have a process for a direct input to Auckland Transport regarding transport projects in their local areas. Local Boards have provided input into the transport projects included in the current Regional Land Transport Programme.
Maori Impact Statement

The Transport Committee has representatives from the Independent Maori Statutory Board. There is no Maori representation on the Auckland Transport Board. Auckland Transport, as an approved organisation, is required to separately consult Maori affected by any activity proposed that affects or is likely to affect Maori land or land subject to any Maori claims Act or Maori historical, cultural, or spiritual interests (Section 18G LTMAA 2013).
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Item 10
Implementation Issues
Item 10
22. To enable the rollout of the Public Transport Operating Model, the Regional Public Transport Plan needs to be made compliant with the requirements of the new Act, before being presented to the Board for adoption. AT is currently working to finalise this. 23. The practical impacts of changes to the LTMA will become evident when Auckland Transport develops the Regional Land Transport Plan in 2014/15.
Attachments
No. A Title Letter from MoT Regarding Repeal of Sect 15(1)(cb) of the Local Gov Act 2009 Page 15
Signatories
Authors Authorisers Jim Fraser - Principal Transport Planner Ree Anderson - Manager Auckland Strategy and Research Roger Blakeley - Chief Planning Officer
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Attachment A
Item 10
Rail Patronage
File No.: CP2013/17437
Purpose
1. There are some discrepancies between the rail patronage targets in the Auckland Transport Statement of Intent (SOI) and the Councils Long Term Plan (LTP) and Annual Plan 20132014 which are being considered by the Council Controlled Organisation (CCO) Strategy Review Subcommittee at its meeting on the afternoon of 7 August 2013. This report and the views of the committee will be inputs into the deliberations of the CCO Strategy Review Committee on this issue. This report provides commentary on recent and planned near future developments on the Auckland rail network, the likely impacts of these developments on rail patronage and suggests a range of measures that could be undertaken by Auckland Transport to accelerate rail patronage growth towards the targets in the Councils LTP.
2.
Executive Summary
3. 4. At the 17 April 2013 meeting of the CCO Strategy Review Subcommittee, shareholder comments on the draft Auckland Transport SOI were approved. Auckland Transport advised that some public transport patronage targets in its draft SOI needed to be revised to more accurately reflect current patronage trends. The Council noted that further information and review was required to understand whether these changes were acceptable to Council. In the meantime, Auckland Council needed to adopt the Annual Plan 2013-2014 before the issue of the misalignment of public transport patronage targets could be resolved. The Auckland Transport board approved the final SOI on 25 June 2013 which contained public transport patronage targets that were further reduced from those in its draft SOI. These further reductions have consequently further increased the gap between what is contained in the LTP and that of the Auckland Transport SOI. This issue of the public transport patronage target discrepancy is being considered by the CCO Strategy Review Subcommittee at its meeting on the afternoon of 7 August 2013 and this report, will be attached to the agenda for that meeting to assist that subcommittee in its decision-making. The Chairman of the Transport Committee has requested to attend the subcommittee to convey the views of the Transport Committee. While all public transport patronage targets in the SOI are lower when compared to the LTP, the rail target shows the most substantial variance and is the subject of this report. Strategically, it is particularly important to continue to have stretch targets for rail patronage growth to support the substantial investment in the core rail network upgrade and rail electrification which in turns supports land-use focusing development around town centres on the rail network. While rail patronage has grown fourfold in the last decade, this growth slowed substantially between 2010 and 2012. This is at partly driven by an inability to add peak capacity in advance of the roll-out of electric trains. Another significant issue has been the level of impact on network availability, particularly at weekends, needed by KiwiRail to implement the infrastructure elements of electrification. Some of these factors may not have been fully known at the time the stretch targets in the LTP were set.
5. 6. 7. 8.
9. 10. 11.
12.
13.
Rail Patronage
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Item 11
Transport Committee 07 August 2013 14.
Item 11
The roll-out of electric trains from April 2014 will provide increased capacity and more frequent train services, initially slowly but accelerating as the roll-out approaches completion in late 2015. The electric train roll-out, a key element of the broader Auckland Transport public transport transformation programme including the new bus network, integrated ticketing and fares, and much improved bus-rail interchanges will be a key platform for sustained future rail patronage growth. Over the next three years there may be some measures that could assist in driving increased rail patronage towards the targets in the LTP (see table below) in addition to the wide range of measures already being implemented. However, many of these measures may only be able to deliver increased patronage towards the end of this period, once electrification is operational. Auckland Transport may wish to consider the implementation issues and financial implications of these measures in discussions between the Mayor and the Auckland Transport board.
15.
16.
Recommendation/s
That the Transport Committee: a) b) receive the report. agree that the Chair attends the Council Controlled Organisation Strategy Review Subcommittee to present the views of the Transport Committee.
Discussion
17. At the 17 April 2013 meeting of the CCO Strategy Review Subcommittee, shareholder comments on the draft Auckland Transport SOI were approved, including the discrepancy between public transport patronage targets in the draft SOI and those in the LTP. The Auckland Transport Chief Executive, David Warburton, advised that some performance targets included in the draft SOI needed to be reviewed to more accurately reflect current performance trends, particularly in relation to public transport patronage. The shareholder comments noted that further information and review was required to understand whether these changes were acceptable to Council. In the meantime, Auckland Council was obliged by statutory timeframes to adopt the Annual Plan 2013-2014, carrying through the public transport patronage targets in the LTP before the issue of the misalignment of public transport patronage targets could be addressed. Following consideration of councils shareholder comments, and after discussions with Council officers prior to the finalisation of the Annual Plan 2013/2014, the Auckland Transport board approved the final SOI. This contained public transport patronage targets that were further reduced from those in the draft SOI. These further reductions in public transport patronage targets have consequently further increased the gap between the LTP targets and those of the Auckland Transport SOI.
18.
19.
20.
21.
Rail Patronage
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Mode Rail
Actual 2009/10 8,479
Actual 2010/11 9,865
Actual 2011/12 10,904
Document LTP/AP Final SOI LTP/AP
Base 2012/13 12,376 10,100 2,457 2,270 54,244 51,872 5,503 5,485 74,580 69,727
Target 2013/14 14,423 10,605 2,618 2,417 56,305 53,428 5,744 5,721 79,090 72,171
Target 2014/15 16,128 12,015 2,757 2,546 58,228 55,298 5,928 5,899 83,041 75,758
Target 2015/16 17,258 13,818 2,845 2,630 59,440 56,846 6,061 6,039 85,604 79,333
Busway
1,803
2,083
2,280 Final SOI LTP/AP
Other bus
45,923
49,233
Ferry
4,528
4,736
Total
60,733
65,917
71,087 Final SOI
23.
In the 2012/2013 financial year, there were 10,038,806 rail journeys; 2,278,585 busway journeys; 51,251,331 other bus journeys and 5,505,218 ferry journeys. Note that busway trips only include journeys on the Northern Express service, while other busway services are included in the other bus category. Of note is that the variances for busway, other bus and ferry patronage are nowhere near as substantial as that for rail. Auckland Transports report to its board on the SOI contains commentary on the reasons for these variances (Attachment A with commentary on pp 5-8). This issue of the public transport patronage target discrepancies is being considered by the CCO Strategy Review Subcommittee at its meeting on 7 August 2013 and this report will be attached to the meeting agenda to assist that committee in its decision-making. The Chairman of the Transport Committee has requested to attend the CCO Strategy Review Subcommittee meeting to convey the views of the Transport Committee. Background
24.
25.
26.
27. 28.
The rail network and the North Shore Busway constitute the spine of Aucklands public transport network providing largely congestion-free travel across the city in those corridors. There has been substantial shared investment by Auckland and the Government in the development of Aucklands urban rail network over the past decade. Over $2 billion will have been invested by the time the electrified rail network is fully commissioned. It is important that the value of this investment is maximised and stretch rail patronage growth targets are one mechanism to help ensure this takes place. Aucklands rail network has experienced substantial patronage growth in the past decade. Rail patronage in the 2012/2013 financial year was 10,038,806 compared to 2,418,054 in 2002. This is a fourfold increase in ten years. Fundamental drivers of this increase were: The opening of the Britomart Transport Centre in 2003, bringing rail back to Auckland city centre after an absence of 73 years. The interim diesel fleet programme which increased the fleet from 43 carriages in 2003 and 148 carriages in 2010. The core network upgrade project which progressively double tracked the Western Line between 2005 and 2010; brought passenger rail back to Onehunga in 2010 and saw Aucklands first new rail line in 82 years open to Manukau in 2012.
29.
30.
Rail Patronage
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Item 11
The variances between the LTP targets and those contained in the final Auckland Transport SOI are shown in the table below:
Item 11
A comprehensive station upgrade programme, approaching completion, along with the opening of a new station at Sylvia Park and improving the location of Manurewa, Panmure, Avondale and Grafton (formerly Boston Road) stations. The interaction of these factors meant that service frequency and passenger capacity was able to be added as new pieces of network infrastructure were commissioned. 31. The completion of the interim train fleet took place in 2010. Since then, some limited improvements have been able to be made to rail services, such as running key peak western line trains with 6-car sets; commissioning the Manukau Branch Line and improving interpeak services to Pukekohe, through the reallocation of existing rolling stock to best match supply and demand. However, no new capacity will be able to be added until the start of the commissioning of the electric train fleet in April 2014. This means that since 2010, patronage growth has been constrained by the inability to add peak capacity. The Rugby World Cup in 2011 caused a substantial increase in rail patronage to 10,837,637 due to the impact of the event itself, as well improved levels of rail service and a moratorium on rail infrastructure works during the event itself. Rail patronage in 2012 was 10,038,806, a reduction of 8 per cent over 2011 but an increase of 10 per cent over the 2010 level of 9,106,370, despite being constrained by the inability to add peak capacity. At present, Auckland is in the final nine months of the major physical works to electrify the urban rail network, to be followed by ongoing commissioning works. To achieve this work requires substantial rail network closures, with a full weekend network closure approximately every fortnight, and the replacement of some late evening train services by buses. Another significant network shutdown will also be required over the Christmas/ New Year 2013/2014 period. This level of service disruption, combined with an inability to add peak capacity in advance of electrification, has acted as a brake on rail patronage growth. The first tranche of electric trains are planned to come into service on the Onehunga Line in April 2014. This will allow the diesel multiple units running this service to be redeployed to build up more peak services to a minimum of 4-car trains. Further stages of electrification, to be implemented in stages through 2014 and 2015, will enable further capacity increases as the new electric trains have substantially more passenger capacity that the diesel rolling stock that they will replace and enable, in the short term, diesel rolling stock to be reallocated to parts of the network struggling to meet peak demand. The full roll-out of the electric train fleet is expected to be completed around the end of 2015 with planned 10-minute peak service on the three main lines (Manukau, southern and western lines). These three lines are part of the frequent network, meaning that trains will run at least every 15 minutes all day, every day a week between 7am and 7pm (and less often after 7pm). The Onehunga line is constrained by single-track operation and is planned to operate every 30 minutes at all times. The electric train fleet will add substantial passenger carrying capacity to the network. For example, western line peak one-hour (the busiest peak hour) capacity is expected to increase from 2,100 to 4,500 as there will be sufficient electric trains to run all peak one-hour services on the three main lines as 6-car trains. However, the full benefit of this capacity increase will only be achieved once the full electric train fleet is in service at the end of 2015. Concurrently, Auckland Transport is at the outset of a three-year transformation of Aucklands public transport network which will deliver a new bus network tightly integrated with rail (in stages from early 2015); integrated ticketing (by the end of 2013) and integrated fares, meaning the same fare from point-to-point irrespective of whether transfers are required or not (by the end of 2014).
32.
33.
34.
35.
36.
37.
38.
Rail Patronage
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40.
The Government has also signalled that it will consider an earlier start date than 2020 to the City Rail Link if it becomes clear that Aucklands CBD employment and rail patronage growth hit 20 million passengers per annum faster than current rates of growth suggest. Initiatives to further improve rail patronage
41.
A range of initiatives are possible to help deliver rail patronage increases, as outlined below. However, most of these will only help deliver significant additional patronage towards the end of the 3-year SOI planning period in 2015/2016 and in particular, options for growth in the 2013/14 year are limited. Even those initiatives that may be possible in the short term (e.g. weekend service extensions) will, as noted, be constrained by network closures. Improved interpeak and weekend rail services. As noted above, until electric trains start entering service from April 2014, there will be no increase in peak train capacity. International research shows that the improvement of non-peak train services can lead to stronger increases in patronage than peak capacity improvements. Substantial improvements to non-peak service levels form part of the roll out of electric trains. There may be opportunities to advance non-peak service improvements in advance of electrification such as extending Sunday train services west of Henderson (which currently has no Sunday train service) and improving weekend frequencies to half-hourly. Auckland Transport is planning to improve western line weekend services to match the rest of the network in advance of the electric train rollout and these changes have already been included in Auckland Transports revised SOI patronage numbers. However, other improvements would need to be balanced against the frequent disruption to weekend train services caused by electrification works which will continue for the next nine months at least. Parnell Station. Current planning is that the new Parnell Station will be completed in late 2014 but the station is not suitable for diesel train operation, so will be commissioned in conjunction with the introduction of electric trains to that part of the network in the first half of 2015. In addition to bringing Parnell into the rail network, it will also substantially improve rail access to the Carlaw Park business park and the eastern side of the University of Auckland campus. There is anecdotal evidence of strong developer interest in the station opening as an enabler of development activity on the western side of Parnell Road. Manukau Institute of Technology campus. This campus, immediately above Manukau Station is planned to open for the 2014 academic year and is likely to be a significant generator of patronage for the station. The electric train timetable is planned to provide 10minute peak and 15-minute all-day service as opposed to the current 20-minute peak and hourly all-day service. This service increase will be delivered at the end of the 2014 academic year based on electric train commissioning. New bus network. The new network provides a high level of bus-rail integration and is being planned in conjunction with major bus-rail interchanges facilitating modal transfer. The New Lynn interchange, opened in September 2010, shows strong evidence of increased rates of bus to rail transfer (26% of rail customers surveyed in New Lynn accessed rail by bus, versus an Auckland average of 7.4%). Much improved bus rail integration took place with the completion of the Papakura Station upgrade earlier this year to be followed by a new bus-rail interchange at Panmure to open by the end of the year. By early 2015, there are planned to be new bus-rail interchanges in Otahuhu and Manukau, in conjunction with the roll-out of the new bus network in the south.
42.
43.
44.
45.
Rail Patronage
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Item 11
From a strategic point of view, ongoing strong rail patronage growth is needed to meet the modelled patronage in the Rail Development Plan (RDP) effectively the business case for electrification of 15.7 million rail journeys by 2016. However, the RDP did assume that electrification would be fully completed by 2013 and the modelling made no allowance for the impact of the inevitable network disruptions caused by major rail infrastructure projects.
Item 11
Park and Ride. Auckland Transport has recently expanded park and ride provision at Papakura Station and has projects to provide more park and ride spaces at Swanson and Glen Eden stations and has identified a site by Avondale Station that may be suitable for park and ride. In addition, Auckland Transport is considering a number of potential other park and ride sites as part of a broader park and ride strategy. Fare strategy initiatives. Greater Wellington has recently unveiled a new public transport fares strategy (see attachment B) including planned initiatives such as family weekend fares and reduced off-peak fares both of which could drive significant patronage growth at times where spare capacity is available. Similar initiatives, in the context of a broader fares strategy, could have significant benefit in moving cost-sensitive but less time-sensitive customers out of the peak, thereby freeing up further peak capacity for more time-sensitive customers. Family fares also have substantial potential to stimulate patronage particularly at weekends and to overcome the substantial financial barrier to family weekend travel presented by the current fare system. This type of product is extensively used in Australian cities. It should be noted though that the first priority has to be to complete integrated ticketing and fares and this should be considered in the context of a broader fares strategy. Conclusion
47.
48.
In the next few months, through to April 2014, it will be quite challenging to achieve significant rail patronage growth due to lack of spare peak capacity and the level of weekend, public holiday and Christmas-New Year service disruption needed by KiwiRail to complete the infrastructure elements of electrification. From April 2014 through to late 2015 will see the progressive introduction of electric trains on to the Auckland network. This will provide for capacity increases and improved service frequencies, initially relatively slowly but accelerating as the roll-out approaches completion. The electric train roll-out combined with the broader Auckland Transport public transport transformation programme including the new bus network, integrated ticketing and fares, and much improved bus-rail interchanges is a strong platform for sustained increases in rail patronage from 2015 onwards. In the meantime, there are a number of initiatives, either already underway or possible, that could assist in moving towards the Councils LTP targets for rail patronage. However, these may have implementation and financial implications which would need to be carefully considered. As noted above, it will be quite challenging to achieve significant patronage growth over the next nine months but the roll out of electric trains from April 2014 will provide increased capacity, initially slowly but accelerating as the electric train roll out approaches completion in late 2015.
49.
50.
51.
Consideration
Local Board Views
52. Local board views were not be sought in relation to this report.

53. The activities of Auckland Transport have potential to impact Maori wellbeing and to influence the achievement of Auckland and LTP outcomes relevant to Maori. The Auckland Transport draft SOI was separately reviewed by the Independent Maori Statutory Board (IMSB) and the councils Te Waka Angamua department.
General
54. The contents of this report are not considered significant in terms of Councils significance policy. Consultation took place with Auckland Transport staff in the preparation of this report.
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Rail Patronage
55. While there are no direct financial implications, some of the potential rail patronage initiatives could, if implemented, have financial implications which would need to be considered by the appropriate committee of the council at that time.
Attachments
No. A B C D Title Auckland Transport 2013-2016 Statement of Intent board report Greater Wellington Fare Structure Review Clear direction agreed for Wellington public transport fares Public transport patronage slides Page 25 85 107 109
Signatories
Authors Authorisers Darren Davis - Principal Transport Planner Ree Anderson - Manager Auckland Strategy and Research Roger Blakeley - Chief Planning Officer
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Red Light Cameras at Signal Intersections

File No.: CP2013/09605
Purpose
1. The purpose of the report is to assist the Transport Committee to consider and respond to a resolution of the Orakei Local Board, tabled at the meeting of the Transport Committee 13th February 2013, that the Committee urgently requests the New Zealand Transport Agency (NZTA) and New Zealand Police (NZ Police) to proceed with the introduction of red-light intersection cameras at high-risk intersections.
Executive Summary
2. 3. At its meeting held on 13 February 2013 the Transport Committee resolved to defer a response on this matter pending guidance from council officers. A pilot study of the application of red light cameras (RLC) reported by Auckland Transport in September 2011 demonstrates that RLC are a very cost-effective tool, significantly reducing red light running and consequent injuries and deaths at high-risk intersections. Auckland Transport is continuing to monitor the pilot intersections, but would like to move beyond this phase to full implementation, with additional cameras and permanent installations. The Ministry of Transport (MOT), NZ Police and NZTA all support the use of RLC, as a road safety tool, under appropriate circumstances. Associate Minister of Transport, Hon Michael Woodhouse, has confirmed the governments support for the use of red light cameras following the release of a press statement dated 17 July 2013 (Attachment A) along with a Position Paper prepared by the MOT setting out national policy guidance (Attachment B). The recently established Auckland Road Safety Executive Governance group, comprising representatives from Auckland Transport, NZTA and NZ Police, has also agreed to expand the current Central Business District RLC operation to cover at least an additional five intersections identified as high-risk red light running crash sites, using the existing cameras. The sites have yet to be confirmed. NZ Police is undertaking a tender process for new safety camera technology that operates wirelessly and with radar detection. This includes investigating the benefits of dual purpose speed / RLC. The new equipment will then have to be tested and certified as approved before it can be installed and operated. The Associate Minister of Transport, Hon Michael Woodhouse, advised in the press statement his expectation that the new equipment will be in use from the end of 2014. NZ Police are working toward an IT platform capable of supporting the increased data and images from new camera equipment. Implementation of RLC is expected to make a significant contribution toward the Auckland Plan target of reducing road crash fatalities and serious crash injuries from 506 (2010) to no more than 410 in 2020. Auckland Council acknowledges the collaborative support by Auckland Transport in formulating this report.
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Recommendation/s
That the Transport Committee: a) b) receive the report. endorse the statement by the Associate Minister for Transport, Hon Michael
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Woodhouse, dated 17 July 2013 concerning government policy on red light cameras and the accompanying Position Statement development by Ministry of Transport. c) Endorses the approach by Auckland Transport to work in partnership with NZ Police to extend the red light camera sites to at least another five identified high-risk locations within the Auckland region using the existing red light cameras. Requests that Auckland Transport officials communicate these Transport Committee resolutions to the Orakei Local Board.
d)
Discussion
Background 11. At its meeting held on 13 February 2013 the Transport Committee received and considered (under Item 11) the following resolution made by the Orakei Local Board at their meeting held 4 October 2012: Resolution number: OR/2012/455 That the Orakei Local Board requests that the Transport Committee Auckland Council urgently requests New Zealand Transport Authority (NZTA) and New Zealand Police to proceed with introducing red-light intersection cameras at heavily used intersections as anticipated in the National Land Transport Programme 2009-2012 and report back to the Orakei Local Board. 12. At that meeting the Transport Committee resolved: Resolution number: TRAN 2013/15 That the Transport Committee: a) Receives the resolutions of the 4 October 2012 Orakei Local Board meeting. b) 13. Advises the Orakei Local Board that any requested involvement of the Transport Committee should be supported by a normal officers report.
This report outlines the background and current situation regarding implementation of RLC and how the Transport Committee might respond to the resolution made by the Orakei Local Board. Red light running at traffic signal intersections, whereby vehicles cross the stop line and continue through the intersection after the signals change to red, has long been recognised as a significant crash risk and safety issue. Traditional road safety approaches to crash prevention at signal intersections have involved a focus upon engineering (including the design layout and operation), mobile enforcement and road safety education campaigns at targeted intersections. Despite significant investment, this approach has not halted red light running and resulting crashes. In 2007 Auckland City Council in partnership with the NZ Police signed a Memorandum of Understanding to undertake a pilot project within the Auckland Central Business District (CBD) to assess the effectiveness of RLC in reducing the risk and associated social cost associated with red light running. Advances in digital camera technology were a key factor in deciding to undertake the pilot. Earlier attempts to introduce RLC in Auckland using film were discontinued due to a number of operational and financial challenges. A project working group was established to develop and oversee the pilot project comprising Auckland City Council, NZ Police, MOT, NZTA, the now defunct Auckland Regional Transport Authority and the Automobile Association. Auckland City Council led the project, procured and installed the RLC equipment, contributed to funding, undertook the analysis, site selection and an intersection road safety
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Auckland Red Light Camera Pilot Project 14.
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Auckland Transport assumed ownership of the pilot study upon the formation of Auckland Council in November 2010. The implementation and results of the pilot study were reported by Auckland Transport in the report entitled, Auckland Red Light Camera Project - Final Evaluation Report July 2011 and made publicly available 29 September 2011. The pilot study involved initially two and later three cameras being rotated between ten intersections within the CBD, from May 2008. RLC were installed on only one approach at each of the targeted intersections after examining the crash history, traffic volumes and suitability. The study also involved a public education and awareness campaign. Key outcomes of the pilot study include: 75 per cent public support for the use of RLC 43 per cent reduction in red light running, on average 69 per cent reduction in red light running crashes, on average 32 per cent reduction in rear-end crashes (estimated) 93 per cent reduction in social cost of crashes (estimated) Economic return (benefit to cost ratio) of 8.2: 1.0 (provisional estimate).
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Key recommendations from the study are summarised below: RLC technology can be a very cost effective treatment of red light running. Not all intersections are suitable and site selection is crucial. Auckland Transport should continue to operate the existing cameras, in collaboration with NZ Police. Auckland Transport should continue to examine the treatment effects on an annual basis. Installation of fixed (permanent) camera sites should be explored.
Current Policy and Implications 23. Auckland Transport in partnership with NZ Police is continuing with the current operation of RLC, rotating the cameras across the ten targeted intersection approaches in the Auckland CBD, following the encouraging results and recommendations published in September 2011. Auckland Transport and NZ Police are each funding their own activity for current operation. The results of the RLC pilot study, published in September 2011, were submitted by Auckland Transport to the MOT to assist in their deliberations regarding development of national policy on this matter. MOT in collaboration with NZTA and NZ Police has been developing that policy as a result of the Safer Journeys Strategy 2010-2020. The MOT Safer Journeys NZ Road Safety Strategy 2010 2020 states that the MOT will work with local authorities to consider how best to apply and administer RLC. The recently released update Safer Journeys Action Plan 2013 2015 indicates that a multi-agency taskforce will pursue options for expanding the use of, and optimising investment in, automated enforcement technology (such as RLC) including matters such as the processing of infringement notices and subsequent use of revenues. A report on road safety progress presented to the Auckland Transport Board at their meeting 27 March 2013 (agenda item 9(ii) ) states that Auckland Transport continues to focus on the potential use of RLC at high-risk intersections and that the MOT has actively engaged with local government representatives to develop site-selection principles.
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campaign. NZTA provided funding subsidy and crash data, Auckland Regional Transport Authority undertook the business case for funding and commissioned the public perception survey and NZ Police provided guidance on RLC procurement and undertook calibration, verification and gazetting of equipment plus managing camera operations and enforcement processes.
Transport Committee 07 August 2013 27. Auckland Transport officials advise that only a limited number of intersections actually qualify as high-risk intersections, suitable for RLC monitoring and enforcement. These identified high-risk intersections still require further investigation in partnership with NZ Police to ensure that no other remedial action is required prior to confirming the utilisation of RLC at the site. Thus, Auckland Transport proposes targeted as opposed to widespread adoption of RLC. The Associate Minister of Transport, Hon Michael Woodhouse, confirmed the governments support for the use of safety cameras, including RLC in a press statement released 17 July 2013. The statement confirmed the release of a Position Paper, developed by the MOT, setting out national policy guidance for the use of RLC. The `Red Light Cameras Position Paper states that safety cameras can be used as a road safety tool when they are: a. considered within a safe system framework b. considered alongside other effective interventions targeted to risk; c. targeted to risk; and d. deployed in a cost-effective manner. The Position Paper also addresses matters such as funding, operational and process considerations and ownership of equipment. 30. NZ Police continues to fully support the on-going pilot study in Auckland working closely and collaboratively with Auckland Transport. They also fully support extending the pilot to include other high-risk signal intersections, by rotating the three cameras currently available. The Auckland Road Safety Executive Governance group, comprising representatives from Auckland Transport, NZTA and NZ Police, recently agreed to expand the current CBD RLC operation to cover, at least, an additional five intersections identified as high-risk red light running crash sites, using the existing cameras. The sites have yet to be confirmed. NZ Police is currently managing a procurement process for new safety camera equipment, which encompasses modern technology with up-to-date radar detection methods and wireless data download capability that will contribute to increased road safety benefits. This process will include investigating the benefits of dual purpose red light/speed cameras. Research demonstrates increased safety benefits from multi-purpose cameras to detect and deter high-risk behaviours such as accelerating through intersections to beat red lights. New camera equipment will have to be tested and certified as approved surveillance equipment before it can be installed and operated. The Associate Minister of Transport, Hon Michael Woodhouse, advised in the press statement 17 July 2013 his expectation that the new equipment will be in use from the end of 2014. Concurrently, NZ Police is developing an IT platform capable of managing the increased volume of digital images generated from the new safety cameras. In the meantime, NZ Police is able to support expansion of current operations to include at least another five highrisk intersections within the Auckland region. The Auckland Plan (Chapter 13) includes a target of reducing road crash fatalities and serious injuries from 506 (2010) to no more than 410 in 2020. That target is also reflected within the Integrated Transport Programme 2012 2041 developed by Auckland Transport. Increased application of RLC at high-risk intersections, identified as being suitable for this type of treatment, would contribute toward achieving that target. The MOT, NZ Police and NZTA all support the use of RLC, as a road safety tool, under appropriate circumstances. The MOT has released the governments policy guidelines that support the use of safety cameras at high-risk locations.
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NZ Police is in the process of tendering for new safety camera equipment using up-to-date technology and is also planning to upgrade their IT platform so it can cope with the increase in images and data. The Associate Minister of Transport, Hon Michael Woodhouse, in a press statement dated 17 July 2013 has indicated his expectation that the new generation of RLC will appear at intersections from the end of 2014. Auckland Councils Transport Committee whilst not directly responsible for the implementation of RLC is able to encourage and lend support to Auckland Transport in the pursuit of early implementation of RLC, given the demonstrable success of the pilot study and the contribution that this would make to the Auckland Plan target of reducing road crash fatalities and serious injuries from 506 (2010) to no more than 410 in 2020. In light of the above, and in response to the resolution by Orakei Local Board, it is proposed that the Transport Committee endorses the approach by Auckland Transport to work in partnership with NZ Police to extend the RLC sites to at least another five identified high-risk locations within the Auckland region using the existing RLC.
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Consideration
Local Board Views
42. This report has been prepared in response to a resolution of the Orakei Local Board detailed in paragraph 11 above. Other Local Boards have identified road safety issues in their Local Board Plans. The Waitemata Local Board has supported the rollout of RLC at high-risk intersections.

43. Recent research commissioned by Auckland Transport and undertaken by the University of Auckland concludes that Maori are significantly over-represented in fatal and serious road crashes in the Auckland region and particularly in the southern urban areas. Maori would therefore benefit from improved road safety resulting from the introduction of RLC, particularly if they are adopted at intersections in the urban south area. There are no known cultural impacts resulting from the implementation of RLC.
General
44. The recommendations of this report do not trigger the Councils Significance Policy.
45. Auckland Transport is responsible for leading the implementation of RLC as a road safety tool working closely and collaboratively with NZ Police who are responsible for the operation of the camera sites and enforcement process. Auckland Transport is currently funding its own costs resulting from the on-going RLC operations and maintenance. Auckland Transport will fund the additional RLC sites within current road safety funding allocations, subject to priorities against other road safety projects across the region. NZ Police currently funds all its activity relating to RLC operations from funding received through the National Land Transport Programme for road policing and road safety promotion. This will continue to be the case with any additional RLC activities conducted by NZ Police for the current RLC.
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Auckland Transport, in partnership with NZ Police and the support of NZTA, plan to expand RLC operations to include at least five high-risk sites, using existing camera equipment. Auckland Transport has yet to confirm which sites will be monitored.
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No. A B
Title Press Statement - Hon Michael Woodhouse Red Light Camera - Position Paper
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Signatories
Authors Authorisers Kevin Wright - Manager: Transport Strategy Ree Anderson - Manager Auckland Strategy and Research Roger Blakeley - Chief Planning Officer
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Government commits to red light cameras

Associate Minister of Transport Michael Woodhouse has released a position paper on red light cameras that paves the way for their use at intersections where an evidence-based benefit can be established. Red light running is a significant safety issue and evidence suggests that red light cameras could prove an important tool to reduce injuries and save lives, Mr Woodhouse says. Between 2008 and 2012, there were 11 fatalities, 169 serious injuries and 1466 minor injuries where the running of a red light was a contributing factor. The average annual social cost of these crashes is estimated at $43 million. The Position Paper outlines how more red light cameras can be introduced to help reduce the number of casualties at signalised intersections. It provides guidance to relevant authorities to ensure cameras are implemented in a coordinated approach to produce the best safety outcomes. A red light camera trial that ran in Auckland between 2008 and 2010 showed an average 43 per cent reduction in red light running, and an average 69 per cent decrease in crashes attributable to red light running. We have seen the positive impact red light cameras have made in Auckland, and international evidence reinforces those findings. Current cameras require in-road sensors and manual collation of data. The Position Paper confirms that future cameras will have radar to detect red light running, and operate wirelessly to automatically send information to Police. Moving to this new technology is a significant change and will resul t in significant long-term benefits and cost savings. The next steps for red light cameras are all underway. These involve providing local authorities with guidance on site selection, upgrading the Police IT platform so it can cope with camera data, and tendering to determine the new camera provider. While this work continues, we are seeing red light camera sites expanded around Auckland using the existing technology, while we wait for the new digital framework to be developed and cameras to be sourced. Im expecting to see these new generation red light cameras appearing at intersections from the end of next year. While other interventions are available to discourage people from making risky decisions at signalised intersections, Im confident that red light cameras can be a powerful addition to the road safety toolkit. The Position Paper is available at: www.saferjourneys.govt.nz/about-safer-journeys/news/red-light-cameraposition-paper/
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Mill Road-Redoubt Road And Cheesman's Bush

File No.: CP2013/17449
Purpose
1. To report back to the Transport Committee on the potential ecological effects of the Mill RoadRedoubt Road project and cost effective measures to alleviate the congestion in the southern area, as requested by the Committee at its June 2013 meeting.
Executive Summary
2. The Redoubt Road-Mill Road corridor provides an arterial road connection east of State Highway 1 between Manukau, Papakura and Drury. Auckland Transport consulted in November December 2012 on a proposed upgrade and realignment as it moves through the investigation phase to the route designation phase. Auckland Transports preferred alignment option for the Mill Road-Redoubt Road project impacts the property at 146 Mill Road, Alfriston, the location of an indigenous forest known as Cheesmans bush. Auckland Transports ecological assessment of the impacts on Cheesmans bush found that the site is of high ecological value and would be potentially adversely affected by the proposed corridor. The proposed route would likely bisect the property within pasture areas, would be adjacent to the largest part of the forest remnant, remove a narrow finger of indigenous forest and a bridge would traverse the stream. Mitigation planting is proposed along the edges of the forest exposed to the road and to replace the narrow finger of forest so that no net area of forest is lost. The ecological report concluded that with proposed mitigation measures the ecological effects on Cheesmans bush are considered no more than minor. The following are considerations for Auckland Transport as part of its process in ensuring a cost effective solution in the south: The timing of land development at Flat Bush, Takanini, Drury and the southern greenfield area to determine short term, medium term and long term solutions. The impact of the governments proposal to bring forward State Highway 1 widening on traffic demand in this southern area. Opportunities to reduce the scale of the widening of Mill Road-Redoubt Road. Consideration of the extent to which demand for travel could be met by bus services along the corridor.
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Recommendation/s
That the Transport Committee: a) b) receive the Mill RoadRedoubt Road And Cheesmans Bush report. note that further reporting on the Mill RoadRedoubt Road project will be part of Auckland Transports regular report.
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Background 7. This report was compiled by staff from Councils Biodiversity team, Transport Strategy team and Auckland Transport. Mr David Price from the Redoubt Ridge Environmental Action Group and Mr Graham Cheesman presented to the June 2013 meeting of the Transport Committee expressing concerns about the Mill Road-Redoubt Road project. The Transport Committee resolved (TRAN/2013/45, TRAN/2013/46 and TRAN/2013/47): b) request a report to Auckland Transport, the Manurewa Local Board, the Auckland Plan Committee and the Transport Committee on the likely environmental impacts on Cheesmans bush from Council bio-diversity staff as a matter of urgency. c) request a report as soon as possible from Auckland Transport looking at cost effective measures to alleviate the congestion in the southern area. d) request the Chairman of the Transport Committee to write to the Auckland Transport Chairman that the submitters be allowed to address the Auckland Transport Board on the Cheesmans bush. 8. The Redoubt Road-Mill Road corridor provides an arterial road connection east of State Highway 1 (SH1) between Manukau, Papakura and Drury. The route is coming under increasing pressure due to growth and traffic loading from commuter traffic and is expected to become more acute over time as the Flat Bush and Takanini growth areas develop. Future growth in the southern greenfield area is also expected to increase demand for travel along this corridor. The land use growth in Flat Bush, Takanini and Papakura combined with decreasing levels of service on alternative north-south routes such as SH1 and the Great South Road has led to significant traffic growth on this corridor, which has not been matched by improvements in route quality and capacity. The limited corridor capacity results in peak hour congestion, especially at the Redoubt Road / Hollyford Road intersection as well as at the connecting side roads. A strategic transport study of this corridor indicates that in the medium to long term, demand will exceed capacity of the current route with significantly slower travel speeds and higher levels of congestion. Crash analysis of this corridor indicates a significant safety issue. There has been a total of five fatal crashes over the most recent five year period, all of which occurred on the rural section of the corridor. Three of these reported crashes were lost control type crashes. Nearly two thirds of all crashes occur in the vicinity of intersections, with a particularly high density of crashes between the SH1 ramps and Hollyford Drive. Concerns have existed for some time regarding a lack of resilience in the transport network in the southern part of the Auckland region. While SH1 will continue to be the preferred north-south route, the Mill Road Corridor can provide a secondary route to SH1 south of the SH20 Western Ring Route in times of high demand or emergencies. OPUS consultants completed the Project Feasibility study (commissioned by the former Manukau City Council) for the Mill Road-Redoubt Road corridor upgrade in March 2010. In the study, a total of 12 route options were identified initially and evaluated in multiple workshops. The only option which did not impact the property at 146 Mill Road, Alfriston was option J, which followed the existing Redoubt Road and Mill road corridors with a slight deviation to the west in the vicinity of the Redoubt Road/ Mill Road intersection. Of all the selected options, option J was the least favoured in terms of the geometric design properties as it just meets the absolute minimum requirements rather than achieving the desirable standards.
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Preferred route selection process 13.
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Transport Committee 07 August 2013 OPUS Option J is attached (Attachment A). The curve radii required for a four lane rural arterial did not meet the standard. Straightening the route makes the Redoubt Rd/Mill Road intersection steeper than desirable and creates a risk that turning vehicles may overturn. Also the property access in the areas around the intersection with Murphys Road was not ideal for an arterial road and the resultant large number of individual accesses could likely have a detrimental effect on safety. 15. 16. The preferred options that were carried forward to scheme assessment phase, all passed through the property 146 Mill Road. The Scheme Assessment Report for the Northern section of the Redoubt Road-Mill Road Corridor project is currently contracted to AECOM. The project approach undertaken as follows: i. Previous investigations were collated and new investigations and data collection undertaken; ii. Options were identified and unsuitable ones eliminated; iii. Technical analysis of options and assessment of options was undertaken using Multi Criteria Assessment; iv. The preferred option was refined; v. Primary stakeholders were consulted; and vi. Public consultation was undertaken to gather feedback and inform the process for refining the preferred option.
17.
For the Redoubt Road-Mill Road alignment between Murphys Road and Ranfurly Road three options were identified based on a preliminary site walkover of the alignment and confirmed by the background data regarding existing ground conditions. The three identified alignments included one previously preferred alignment and two new alignments south of Murphys Road adjacent to the Redoubt Road Reservoir Site due to historic and recent ground instability. The preferred option was Eastern B. This is a new green field route closer to the existing alignment geometry. A Multi Criteria Analysis (MCA) was undertaken by AECOM to provide a qualitative assessment of the options. The purpose of this assessment was to evaluate each option and remove any options which scored significantly worse than the others or had a fatal flaw identified. In addition, the assessment should identify options which scored better than others to assist with the decision making of the preferred option. The MCA Option Analysis is attached (Attachment B). The project team identified the issues relating to the project and this allowed identification of specific problems. Based on these problems, specific objectives that will address these problems were developed.
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Transport Committee 07 August 2013 20. In developing the preferred route alignment option, the project team has assessed a number of ecological, historical, topographical, and infrastructure constraints. The process began by collating all available data, studies and investigations in order to identify all potential options. The options were screened by eliminating the unsuitable options prior to the technical analysis and multi criteria assessment which lead to a preferred option. The preferred option was then refined based on further technical assessment and public feedback. The alignment options assessed by Auckland Transport are attached (Attachment C). The preferred option (Northern C, Eastern B) also identifies a solution in support of the NZ Transport Strategy objectives, the Government Policy Statement on Land Transport Funding objectives, the Land Transport Management Act 2003 objectives, and the Safer Journeys road safety strategy. The ecological effects on Cheesmans Bush are discussed using information provided in a high level ecological study as well as an urban design and landscape study. These reports have been commissioned as part of project design and feasibility studies for this project and reviewed by Councils in-house Biodiversity staff. In preparation for the designation application, Auckland Transport commissioned the report, Ecological Assessment of Redoubt Road Mill Road Corridor High Level Study by Wildland Consultants, dated 4 December 2012. The high level ecological assessment examined different road corridor options and associated ecological effects to determine comparative levels of ecological impacts on terrestrial and aquatic ecosystems that may arise from the project. The report concludes that the recommended route option is deemed to have moderate terrestrial effects and minor aquatic effects on condition that appropriate mitigation is undertaken where ecological effects do arise. Adverse effects on indigenous biodiversity arising from the construction of the new road would include: i. loss of indigenous vegetation; ii. reduced connectivity between ecosystems; iii. loss of habitat for native fauna. 26. The report also proposes a package of mitigation options to address these ecological effects that include recommendations to avoid certain high ecological areas by altering road alignment, by use of bridges as well as mitigation planting where appropriate. These mitigation measures are supported in principle by Council ecologists with a view to refining particular options to address adverse effects based on site-specific ecological values and the severity of the effects once the final design of the project is confirmed. A detailed assessment of environmental effects (AEE) was undertaken to quantify all environmental effects as part of the Notice of Requirement application, including that associated with indigenous forest remnants for the entire road corridor. The AEE related specifically to Cheesmans Bush has been drafted in preparation for this report by Wildlands and is included as an attachment to this report (Attachment D). A brief summary of the findings are included below: Cheesmans Bush is one of a number of indigenous forest remnants that will be adversely affected by the future road corridor. Other important areas include Murphys Bush, Totara Park and other privately-owned forest remnants north of Mill Road. The remnant is described as mature taraire-totara forest and existing information shows that it has an intact understorey of native shrubs and ferns with few weed species present. A threatened plant survey has not been undertaken for the site but the potential for such
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21. 22. 23. 24. 25. 27. 28. 29. 30. 31.
Potential ecological effects
Cheesmans bush (146 Mill Road, Alfriston)
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The proposed roading design was provided in an urban design and landscape report (Mill Road/Redoubt Road Corridor: Urban Design and Landscape Study Aecom, 29 May 2013). This report shows that the proposed road layout is likely to bisect Mr Cheesmans property within existing pasture areas but immediately adjacent to the largest part of the forest remnant. A bridge will transverse the stream itself and a narrow finger of forest along the eastern boundary of the property. Loss of some indigenous vegetation is expected given this layout during the construction of the bridge and as a result of the bridge itself through shading effects etc. Mitigation planting is proposed along the edges of the forest exposed to the road which will help to minimise edge effects (increased light and wind exposure) as well as to decrease disturbance to native fauna. Additional mitigation planting will be required to replace the narrow finger of forest that will be completely lost when the road is constructed. The amount of mitigation planting and location thereof should ensure that no net area of forest is lost. Due to the proposed mitigation measures which include roading design and phased mitigation planting, the ecological effects on Cheesmans bush are considered no more than minor, both in context of the property itself as well as the wider Hunua Ecological District. A similar approach is taken for other forest remnants affected throughout the road corridor although the specifics of mitigation measures will be refined once the AEE has been completed. The overall approach to addressing ecological effects of the project will be considered at both the landscape scale (entire project area) as well as at each individual site to ensure that an appropriate mitigation package is implemented. These matters will be considered during the resource consent process in relation to a Notice of Requirement in a hearing and in response to submissions. In considering the cost-effectiveness of measures to alleviate congestion in the southern area, Auckland Transport will need to consider the following: The timing of land development at Flat Bush, Takanini, Drury and the southern greenfield area to determine what transport investment is required in the short term, medium term and long term. The impact of the governments proposal to bring forward State Highway 1 widening on traffic demand in the southern area. Opportunities to reduce the scale of the widening of Mill Road-Redoubt Road, including as already indicated a reduction of the central flush median. Consideration of the extent to which demand for travel could be met by bus services in the future (none are currently proposed along the route of this project, except between Hollyford Road and SH1 interchange).
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Cost Effective Measures to Alleviate Congestion in the Southern Area 39.
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Auckland Transport will apply its usual processes for major projects to achieve value for money through the detailed design stage of this project. Auckland Transport will need to consider the relative priority of this project in the next Regional Land Transport Plan. Auckland Transport will need to consider the competing demands for funding, particularly in light of the Prime Ministers announcement on 28 June 2013 to bring forward SH1 widening between Manukau and Papakura, and fast track the AMETI and East-West link project.
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41. This project spans the Manurewa, Howick and Franklin Local Board areas. Auckland Transport has consulted with these Local Boards during the design phase. This report will be provided to each of these Local Boards.

42. Auckland Transport consulted with iwi in November-December 2013 on the Mill Road Redoubt Road project, in accordance with Auckland Transports commitment to the principles of the Treaty of Waitangi and meeting the relevant statutory obligations under the Land Transport Management Act 2003, and the Resource Management Act 1991. Iwi consultation commenced on 24 May 2012 with a presentation by Auckland Transport to representatives from the following iwi: Ngati Te Ata, Ngai Tai ki Tamaki, Ngati Tamaoho, Te Akitai Waiohua and Ngati Paoa. The meeting sought to introduce the project, acknowledge history and legacy of the project and to identify mana whenua with kaitiakitanga ties to the project area. A follow up presentation to iwi was made on 30 August 2012. The meeting sought to confirm mana whenua and to seek Maori understanding, co-operation and future assistance as the project progresses through the designation process. Prior to commencing geotechnical investigations, iwi were invited to host a dawn blessing on a culturally significant ridge line within the project area. Ngai Tai ki Tamaki and Ngati Paoa were invited to contribute to the information days displays by providing historical and cultural insights for inclusion on a cultural values poster. To further identify significant sites and values within the project area requiring protection and careful management, a Maori Values Assessment (MVA) was proposed for mana whenua to prepare for inclusion in the Scheme Assessment report. The MVA presented by Te Akitai Waiohua references the significance of Puhinui Creek and the iwis interest in restoring and maintaining the health of this waterway. Te Akitai Waiohua request that the history of the area is acknowledged through accurate signage of landmarks and that remnant of native forest should be avoided. Te Akitai Waiohua also request concerted efforts are made to separate clean water from stormwater and that appropriate stormwater systems include the use of coarse sediment and sand filters prior to discharging water to ponds or wetlands. Te Akitai Waiohua expects ongoing participation, consultation and involvement in the project, including the sharing of information that may allow further recommendations or input from the iwi. No consultation with Maori was required for the purposes of this report.
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48. No external consultation was required for the purposes of this report. This report was written in collaboration with staff from Councils Biodiversity team and Transport Strategy team and Auckland Transport.
49. Council staff will continue to work with Auckland Transport as this project proceeds through to the Notice of Requirement stage. There is an issue with Mr Cheesman withholding approval to access 146 Mill Road to allow more thorough analysis of effects and mitigation measures. The overall construction staging and project timeframe will be dependent on funding from Auckland Council and New Zealand Transport Agency.
Claire Webb, Senior Ecologist, Environmental Services Unit, is an authorised co-author of this report.
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No. A B C D Title OPUS Option J MCA Option Analysis Mill Road-Redoubt Road Alignment Options Assessment of Environmental Effects 146 Mill Rd Page 131 135 137 175
Signatories
Authors Authorisers Kevin Wright - Manager: Transport Strategy Ree Anderson - Manager Auckland Strategy and Research Roger Blakeley - Chief Planning Officer
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Transport Update
File No.: CP2013/17334
Purpose
1. The purpose of this report is to update the Transport Committee on: a. b. c. d. Key matters considered by the Auckland Transport Board at its recent meetings; Government announcement on Auckland transport projects, 28 June 2013; Updates on screenline and congestion survey results; Changes to NZTA economic evaluation policies.
Executive Summary
2. Highlights from recent Auckland Transport Board meetings include confirmation of the arrival of the first EMU trains in September 2013 and a statement from KiwiRail that electrification of the network is on-track to support the introduction of new services in April 2014. Updates on the AMETI project include confirmation that construction of the new Ellerslie-Panmure Bridge is on-schedule for the official opening by the Mayor 1 August 2013, along with good progress being made on Panmure Station and a public information day on Phase 2 held at Pakuranga 20 July 2013. The Board was also informed that a strategic business case for the Harbour Edge Development Programme is scheduled for completion in September 2013 and that a number of key projects are either underway or being progressed, including investigations for the replacement of sea-wall on Quay Street. The Prime Minister (Right Hon) John Key announced during a speech at the Auckland Chamber of Commerce, 28 June 2013, the governments commitment to a number of key projects in the Auckland Plan including the City Rail Link, AMETI-East West Link and the Additional Waitemata Harbour Crossing being constructed in tunnel plus accelerating three other roading projects. The annual survey of the number of people, by mode, crossing a cordon around the CBD and screen-lines at the western and southern boundary of the isthmus in March 2013, indicates an overall increase by passenger transport entering the CBD. The travel time surveys undertaken during the same period, to monitor congestion and travel time variability, suggest that congestion has been decreasing since 2009. New guidance by NZ Transport Agency on carrying out economic assessments advises, amongst other matters, a reduction in the discount rate to 6%, an extended 40 year evaluation period and the application of the same value of time across all modes.
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Recommendation/s
That the Transport Committee: a) b) receive the Transport Monitoring update; request Auckland Transport to respond to any feedback provided by the Transport Committee in relation to the matters addressed by this report.
Discussion
6. At the meetings held 30 May, 25 June and 31 July 2013 on the Open Agenda, the Board of Auckland Transport considered a range of reports including monthly business reports on activity and monthly reports on public transport patronage. Further reports were considered by the Board on the following topics:
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a. Draft Disability Policy b. Election Signs Bylaw c. HOP Rail roll-out review d. Proposed format for monthly reporting of transport indicators June 2013 e. Statement of Intent f. Draft Annual Plan
July 2013 g. Harbour Edge Development All open board papers are available on the Auckland Transport web-site at: http://www.aucklandtransport.govt.nz/about-us/board-members/Board-MeetingsMinutes/Pages/board-reports-2013.aspx 7. The Board of Auckland Transport also considered a wide range of items on the closed agenda, on matters such as the City Rail Link and the Downtown Shopping Centre, Papakura to Pukekohe Electrification, updates on Penlink, AMETI and the East-West Link plus updates on the draft Statement of Intent and Draft Auckland Unitary Plan. Review of the Unitary Plan: Auckland Transport submitted feedback on the draft plan 31 May 2013 after collaborating with Auckland Council, NZ Transport Agency, KiwiRail and utility operators. Housing Accord: Auckland Transport provided guidance in relation to the transport implications of potential Special Housing Areas. Questions being addressed focus on the ease of bringing forward development in candidate areas, including timing of planned investment and requirement for additional investment. Land Transport Management Amendment Act 2013: The Land Transport Amendment Bill received royal assent on 12 June 2013 and is now officially in force as the Land Transport Management Amendment Act 2013 (LTMAA). A separate report outlining the implications of LTMAA 2013 is included on the agenda of the Transport Committee meeting. Corridor Management Plans: Auckland Transport is planning to commission up to 10 corridor management plans during 2013/14. Seismic Screening: In March 2013, the Board approved funding for seismic screening of transport assets and has completed the first batch of 371 bridges and culverts (from a total programme of 588) prioritised on the basis of a risk assessment. The balance of the programme will be completed during this financial year. Level Crossing Study: A detailed review of the safety, operational, system and roading impacts of pedestrian and vehicle level-crossings in Auckland is currently underway in partnership with KiwiRail. The study will inform future upgrades including grade-separation and be completed by October 2013.
Business Report Highlights Strategy and Planning: 8.
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Transport Committee 07 August 2013 Business Report Highlights Capital Development: 14. AMETI: Construction of the new Ellerslie-Panmure Highway Bridge is on-schedule for the official opening by the Mayor on 1 August 2013 and will be open to traffic from 3 August 2013. Significant progress has been made on construction of Panmure Station. Negotiations are progressing with Iwi over mitigation of impacts from construction. A public information day about the project focusing on the Panmure to Pakuranga section was held on 20 July 2013 at Pakuranga. Further information displays were held or planned at Pakuranga Plaza, Panmure Library and Sylvia Park Mall between 23 July and 4 August 2013. Public feedback will inform on-going design work. 15. East West Link Project: Initial programme options for the East West link component were reported to the Board on 31 July 2013. Following the government announcement supporting acceleration of this project, the project team is working with officials from NZ Transport Agency on a strategy to respond to that request and will report back to the Board in August. Harbour Edge Development (HED) Programme: Key stakeholder agencies have agreed on a Vision Statement for the HED programme and a Strategic Business Case is being prepared for completion in September 2013. Auckland Transport and Waterfront Auckland have commissioned a joint review of public transport options for Wynyard Quarter. A master planning exercise is also underway to consider options for the Downtown ferry area along with long-term opportunities associated with the port. Proposals are currently being sought for a study to identify and assess options for the replacement of the existing sea-wall on Quay Street. Waterview Connection Pathway: Work is progressing on the design to support consenting. Current expectation is that that the overall deadline of December 2013 to go to hearing will still be achieved despite some delays. Bus interchanges: Otahuhu bus/train interchange Auckland Transport is still in the process of acquiring the land required before progressing detailed design and construction. Te Atatu Bus interchange NZ Transport Agency will engage a design and construct supplier for the motorway interchange upgrade by October 2013. The brief requires provision for a number of possible bus interchange locations and Auckland Transport expects to finalise its preference by July 2013. Manukau Bus interchange A master plan has been completed and the link with the rail station is under review. Te Atatu Ferry Wharf Feasibility Study: A scheme design for a ferry wharf, access road, car parking and park-and-ride area has commenced Rail Electrification Project: The first train was shipped from Spain on July 19 and is expected to arrive in Auckland around 7 September 2013. The driver training simulator has been delivered and will be installed in the EMU depot which was officially opened by the Mayor Len Brown and Auckland Transport Chairman Dr Lester Levy 5 July 2013. Kiwirail has advised that although the infrastructure part of the electrification project is behind programme, the network will be ready for the planned introduction of new trains into service in April 2014. Platform Extensions: Detailed design for extensions to a number of platforms at stations will be completed by September 2013. City Rail Link Project: Evidence for the Notices of Requirement hearing has been prepared and several meetings held with submitters plus one property has been purchased. The hearing commences 7 August 2013. Rail Station Upgrades: The station upgrade at Papakura and Mt Albert (Stage 1) is completed. Detailed design for Parnell Station is planned to commence in September 2013 with completion of construction planned for late 2014. Key Roading Projects: Dominion Road Three tenders have been sought for the detailed design and construction supervision contract, which include neighbourhood bus interchanges at the intersections with Mt Albert and Balmoral Road and parallel cycle routes. Penlink Auckland Transport is preparing a business case for completion by October 2013.
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Shared Spaces: Construction of Fort Street shared space is underway, Federal Street detailed design is completed and the tender is underway for the physical works for OConnell Street concept design was reported to the Auckland Council Plan Committee, Waitemata Local Board and Auckland Transport Design Review Committee in May. Preliminary Design is underway and contraction is targeted for early 2014.
Business Report Highlights Operations: 26. HOP Card Integrated Ticketing: AT HOP card integrated ticketing is now operational on Urban Express and Birkenhead Transport bus services and is being rolled out to other operators. Modelling is nearing completion on integrated fares across a number of geographic zonal flat fare models. This will form a critical part of the public transport fares and pricing strategy and is the first part of developing this strategy for future presentation to the Board. 27. Customer Service Centres Northern Busway: Smales Farm customer service centre opened 6 may 2013 as part of roll-out of the HOP card. New centres also to open at Albany and Constellation busway stations. New Service Network: Consultation on the new South Auckland bus network was launched by Mayor Len Brown 19 June and will be completed 2 August 2013. After considering feedback, Auckland Transport expects to adopt the new Regional Public Transport Plan and commence the procurement process for bus services in the south in September 2013. Total mobility: Auckland Transport participated in The Big Event a disability expo at the ASB showgrounds to promote the Total Mobility scheme 5/6th April 2013. Travelwise: Results of a survey of school Principals and head teachers survey to measure engagement by schools are being assessed. A total of 170 schools participated in the Travelwise week from 13 to 17 May 2013 promoting sustainable school travel Road Safety Education Programme: A make it home road safety expo targeting safe travel decision making by 16-19 year olds was undertaken in conjunction with NZ Police, St John NZ, MIT School of Performing Arts and Counties Manukau medical staff. Twenty seven high schools from across Auckland attended. New Zealand Cycle Trail: Ministry of Business, Innovation and Employment has approved a new cycle trail route between Auckland Airport and the CBD.
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Monthly Report on Passenger Transport Patronage 31 July 2013 33. The Public Transport Statistics report (Attachment A) prepared for the 31 July 2013 Board meeting includes the final results for the 2012/13 financial year. Total public transport patronage for the 2012/13 year was 69,074,940 boardings, a decrease -2.8% (2,012,815 boardings) compared to the 2011/12 year. Rail patronage was 865,354 boardings (7.9%) lower than 2011/12, bus patronage was 1,206,344 boardings (2.4%) lower than 2011/12 while Ferry patronage grew by 58,883 boardings (1.1%). 34. For the month of June 2013, total patronage was 1.7% lower than June 2012. Although rail patronage for June 2013 was 1.3% higher than June 2012, Northern Express bus patronage 7.7% higher and Ferry patronage 4.5% higher, this was counter-balanced by a 3.2% decrease in other bus patronage. June 2013 had one fewer working day than June 2012.
Draft Disability Policy: 35. The Draft Disability policy adopted by the Board of Auckland Transport at the meeting 30 May 2013 is included as Attachment B. The policy is based upon the current principles and policies for disability access set out in the Auckland Transport Code of Practice and Regional Public Transport Plan. Election Signs Bylaw: 36. The Board of Auckland Transport resolved that the Bylaw should take effect from 8 June 2013. The Bylaw regulates the display of election signs on or visible from roads under the care, control or management of Auckland Transport and to enable Auckland Transport to specify the public sites where signs may be displayed and the display of signs.
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Transport Committee 07 August 2013 HOP Rail Roll-Out Review: 37. Prepared at the request of the Board, Deloitte was commissioned to review the roll-out of the HOP ticketing system on the rail and ferry network. The report (Attachment C) indicates that implementation was successful and that fare evasion and management is at acceptable levels at this stage / point in time.
Monthly Transport Indicators: 38. The new monthly report format (by Strategy and Planning Group)was presented at the meeting in May 2013, will provide the Board with 20 key indicators that focus on context and trends to assist the Board when considering other Board agenda reports in light of the context within which Auckland Transport must undertake its functions, including the Statement of Intent. The inaugural report is included on the July agenda. Statement of Intent 39. The Auckland Transport Board adopted the Statement of Intent 2013/14 at its June meeting. A separate report on this agenda discussing the public transport targets in the Statement of Intent has been prepared. Draft Annual Plan 2013/14 40. Auckland Transport prepared a document which brings together all its accountability requirements into a single document for internal use by Auckland Transport only. There is no statutory requirement to prepare this document. Its intent is convenience and to demonstrate alignment and consistency with the Statement of Intent and sets out the Auckland Transports role, governance, accountability, strategic documents and includes financial information for all Auckland Transport activities. Government Announcement on Auckland Transport Projects 41. The Prime Minister (Hon) John Key announced during a speech at the Auckland Chamber of Commerce, 28 June 2013, the governments commitment to a number of key projects in the Auckland Plan including the City Rail Link, AMETI-East West Link and the additional Waitemata Harbour Crossing being constructed in tunnel. 42. It was also announced that government will provide additional funding to help accelerate the extension of SH18 Upper Harbour Highway to the Northern Motorway at Constellation Drive, widening of the Southern Motorway between Manukau and Papakura and the upgrade of SH20A link to the airport. The announcement provides greater certainty for transport investment in Auckland and will assist for Auckland Transport in updating Integrated Transport Programme, commencing in September 2013 and the subsequent draft Regional Land Transport Plan required by late 2014.
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Trends in congestion and mode share 44. The annual survey of the number of people, by mode, crossing a cordon around the Auckland CBD and two screen-lines at the western and southern boundary of the isthmus, undertaken in March 2013, indicates overall public transport patronage crossing the CBD cordon has increased by 2% since 2012. Bus and ferry modes were responsible for the increase with bus patronage increasing by 3% and ferry patronage increasing by 2%. Train patronage decreased by 1% over 2012 levels. 45. 46. 47. In contrast, the number of people recorded walking into the CBD area decreased by 11% over 2012 levels and the number of cyclists decreased by 28 per cent. Public transport mode share increased across the Isthmus screen-lines from 14.6% to 15.6% but decreased slightly across the CBD cordon from 49.8% in 2012 to 47.5% in 2013. Road travel time surveys undertaken during the same period to help monitor congestion and travel time variability, across a sample of routes including the strategic freight network, suggest that congestion has been decreasing since 2009 due largely to the completion of a number of significant capital works projects and the flattening of growth in traffic volumes.
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Congestion has fluctuated in the morning and evening peaks since monitoring began in 2006, but the all day average has decreased since 2009 and has remained steady for the last three years. Variability of travel time for the morning and inter-peak period decreased for across the entire network, including freight routes, but increased slightly during the evening peak period. (Attachment D)
Changes to NZTA Economic Evaluation Policies 49. NZ Transport Agency is currently reviewing the content and structure of the Economic Evaluation Manual (EEM) and issued updated guidance following Stage 1 of review 17 July 2013 (Attachment E). In summary, policy changes from Stage 1 include a reduction in the discount rate from 8% to 6%, an extended 40 year evaluation period, the addition of wider economic benefits relating to imperfect competition and increased labour supply and the application of the same value of time across all modes and increasing the evaluation period for passenger transport to 40 years (same as all other modes) to allow a more consistent approach for multi-modal assessments. These policy changes represent a significant improvement in the evaluation of transport projects.
Consideration
Local Board Views
50. Local boards are involved in on major transport projects and planning processes.

51. 52. Active iwi engagement is taking place in relation to infrastructure projects as required. The Key Relationships Unit of the Business Report outlines Auckland Transports Maori engagement programme.
General
53. As this is an informational item, no consultation has been undertaken in the preparation of the report. This update refers to communications with stakeholders on major projects. Auckland Transport and NZ Transport Agency are responsible for taking legal advice in relation to their operations.
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55. Auckland Transport and NZ Transport Agency are responsible for implementation of transport and the information in this report only provides highlights of their activity.
Attachments
No. A B C D E Title Attachment A - June 2013 Statistics Report Attachment B - Draft Disability Policy Attachment C - HOP Rail Roll Out Review Attachment D - Screenline and Congestion Survey Results Attachment E - Changes to EEM Page 205 229 245 277 295
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Authors Authorisers
Kevin Wright - Manager: Transport Strategy Ree Anderson - Manager Auckland Strategy and Research Roger Blakeley - Chief Planning Officer
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Correspondence
File No.: CP2013/14541
Recommendation/s
That the following inward correspondence be received and outward correspondence be endorsed: 24 May 2013 Letter from Mr David Warburton re Resolutions of the Transport Committee 15 May 2013 27 May 2013 Letter from Justine Martin re Submission by Harbour Sport to the Auckland Council Transport Committee 14 June 2013 Letter from Mr Christopher Thompson re Blockhouse Bay Road and New North Road pedestrian safety and signalised intersection. This letter was also distributed to Mr Lester Levy, Chairman, Auckland Transport 12 July 2013 Letter from Martin Matthews, Ministry of Transport re Repeal of section 15(1)(cb) of Local Government (Auckland Council) Act 2009. This letter was also distributed to Mr John Sutton, Department of Internal Affairs and Mr David Warburton, Auckland Transport 13 June 2013 Media Release from Ewart Barnsley re NZTA funds support upgrade of busy Auckland commuter route 28 June 2013 Press Statement from John Key - Backing Auckland - Speech to Auckland Chamber of Commerce, Sky City Convention Centre 28 June 2013 Backing Auckland - Future Transport Investments - Auckland Projects Map
Attachments
No. A B C D E F G Title MAY13 Letter David Warburton - Transport Committee Meeting.pdf MAY13 Letter Justine Martin - Submission regarding the SkyPath proposal.pdf JUN13 Letter Christopher Thompson - Blockhouse Bay Road and New North Road pedestrian safety and signalised intersection JUL13 Letter Martin Matthews, Ministry of Transport re Repeal of section 15(1)(cb) of Local Government Act 2009 JUN13 Media Release Ewart Barnsley - Dominion Road funding from NZTA.pdf JUN 13 Press Statement from John Key - Backing Auckland - Speech to Auckland Chamber of Commerce, Sky City Convention Centre JUN 13 Backing Auckland - Future Transport Investments - Auckland Projects Map Page 301 303 309 315 317 319 329
Signatories
Authors Julia Thompson - Democracy Advisor
Correspondence
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Attachment A
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Correspondence
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Correspondence
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Attachment D
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Correspondence
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Attachment E
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Attachment G
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APPENDICES
Item 5.1 - Appendix A - Congestion Free Network Plan - Page 333
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Transport Committee - August 2013

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Transport Committee - August 2013

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

Date: Time: Meeting Room: Venue:

Transport Committee OPEN AGENDA

Transport Committee 07 August 2013 5.1 Congestion Free Network Plan

Appendices A Congestion Free Network Plan ................................................................. 333

Transport Committee 07 August 2013

NZ Transport Agency - Progress Report

NZ Transport Agency - Progress Report

Transport Committee 07 August 2013

Land Transport Management Amendment Act 2013

Land Transport Management Amendment Act 2013

Long Term Plan (Funding allocation,

National Land Transport Programme (10 Years)

AT Statement of Intent (Programme

Local Board Plans (Local area programme

Unitary Plan (Land use planning, 10 years)

Maori Impact Statement

Land Transport Management Amendment Act 2013

Transport Committee 07 August 2013

Land Transport Management Amendment Act 2013

Transport Committee 07 August 2013

Land Transport Management Amendment Act 2013

Transport Committee 07 August 2013

Transport Committee 07 August 2013 14.

Transport Committee 07 August 2013 22.

Actual 2009/10 8,479

Actual 2010/11 9,865

Actual 2011/12 10,904

Document LTP/AP Final SOI LTP/AP

2,280 Final SOI LTP/AP

52,456 Final SOI LTP/AP

5,447 Final SOI LTP/AP

71,087 Final SOI

Transport Committee 07 August 2013

Transport Committee 07 August 2013 39.

Transport Committee 07 August 2013 46.

Maori Impact Statement

Transport Committee 07 August 2013

Transport Committee 07 August 2013

Transport Committee 07 August 2013

Transport Committee 07 August 2013

Transport Committee 07 August 2013

Transport Committee 07 August 2013

Transport Committee 07 August 2013

Transport Committee 07 August 2013

Transport Committee 07 August 2013

Transport Committee 07 August 2013

Transport Committee 07 August 2013

Transport Committee 07 August 2013

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Transport Committee 07 August 2013

Transport Committee 07 August 2013

Transport Committee 07 August 2013

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Transport Committee 07 August 2013

Transport Committee 07 August 2013

Transport Committee 07 August 2013

Transport Committee 07 August 2013

Transport Committee 07 August 2013

Transport Committee 07 August 2013

Transport Committee 07 August 2013

Transport Committee 07 August 2013