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Resolution
number PPK/2023/146
MOVED by Chairperson B Catchpole, seconded by Deputy
Chairperson J Robinson:
That
the Papakura Local Board:
a) whakarite
/ provide the following feedback on the proposed direction of the draft
Government Policy Statement on Land Transport 2024:
Papakura Local Board
area context
i.
the Papakura Local
Board area is bounded by the inlets and foreshores of the Manukau Harbour in
the west, stretching from the Papakura Stream north of Takanini to Drury
village in the south and Mill Road/Cosgrave Road in the east.
ii.
Papakura’s
population has grown much more quickly than wider Auckland. The 2018 Census
statistics showed a population of 57,636, a 26 per cent increase from 2013.
iii.
the population
demographic is 26.8 percent Māori, 17 percent Pasifika, 23 percent Asian
and 49 percent European. Almost a quarter of the population is under 15 years
old and the median age is 32 years.
iv.
significant residential
development has occurred and continues in and around the area. The number of
dwellings consented was the third highest of all local boards, increasing by
around 13 percent from 2020 to 2021. Around 65 percent of those dwellings
were higher density housing.
v.
the Papakura area also has a
strong presence of manufacturing, construction and retail activity.
vi.
Papakura is below the regional
average in terms of connectedness and residents have longer than average
commutes to work.
vii.
the State Highway One motorway
runs through Papakura with the Great South Road main arterial running
parallel to the motorway.
viii.
Papakura sits on the main rail
trunk line with two train stations (Takanini and Papakura). The
Papakura train station is the third busiest in Auckland with over 2000 people
using it every day.
ix.
Papakura is the most southern
stop in the Auckland region for the Te Huia inter-regional service.
x.
efficient and effective
movement of both freight and people is a priority for the Papakura Local
Board as is encouraging people to use public transport.
Maintaining and
operating the system
xi.
support in principle the focus on
maintaining and operating the system
xii.
support ongoing investment in public
transport
xiii.
note the need for investment in cross
border public transport networks eg: from the Waikato into Auckland and vice
versa.
xiv.
suggest income tax should be used
first to maintain the roading network, and rebuild it from it’s current
state where years of ‘sweating the asset’ have allowed the local
road network in Papakura and Franklin to become significantly degraded
xv.
suggest prioritisation for
maintenance needs to take into account increased usage of roads associated
with freight, and in Papakura and Franklin this includes quarry routes
xvi.
note that trucks do significantly
more damage to roads than cars and thus routes with high truck use (eg:
support quarries) need a higher allocation of renewal funding
xvii. suggest a review of the policies associated with
rebuilding the road network, so that two per cent of the network is renewed
annually, up from the current 0.4 per cent
xviii. suggest more funding be allocated to local road
maintenance and local road improvements
Increasing
resilience
xix.
support in principle increasing
resilience of the network
xx.
suggest that resilience needs to
include planning for movement of people and freight north through Auckland
and beyond, and south through Waikato and beyond
xxi.
note the current reliance on State
Highway One (the motorway) to travel north from Papakura and south into, and
through Papakura; and that when traffic accidents occur on this route,
movement comes to a standstill with congestion extending out into the feeder
roads, thus impacting surrounding areas creating gridlock
xxii. request the proposed upgrade to Mill Road (south east
Auckland) be funded to provide an alternative route north/south route for
both people and freight
xxiii. request that at a minimum the designation for the Mill
Road corridor through Papakura be prioritised
xxiv. support the focus on rural and regional communities to
ensure safe, resilient, sustainable and accessible networks, noting that
rural communities are particularly vulnerable to loss of access to the
network through weather events, that the rural production and associated
freight requires accessible networks
Reducing emissions
xxv. support in principle reducing emissions
xxvi. suggest electrification of Auckland’s bus fleet be
funded through the Public Transport Infrastructure bucket of funding
xxvii. suggest a focus on low carbon needs to extend beyond
urban areas and also fund initiatives in rural areas
xxviii. note with disappointment and frustration the lack of
investment or focus in Auckland Transport’s ‘Future
Connect’ on any provision of walking and cycling networks beyond
metropolitan urban Auckland
Safety
xxix. support in principle the focus on safety
xxx. suggest that safety includes addressing the poor quality
of road surfaces through increased road maintenance budget
xxxi. suggest that safety includes personal safety on public
transport
xxxii. suggest that separate off road shared pathways be the
default for cycleway safety that connect up with other parts of the network
xxxiii. suggest that in a rural environment like Franklin and
parts of Papakura with a high number of trucks and high speeds, safety for
cyclists means off-road or separate cycling routes
Sustainable urban
and regional development
xxxiv. support in principle sustainable urban and regional
development
xxxv. suggest that future planning timeframes need to be
extended beyond the 30 years currently being used by Supporting Growth
xxxvi. suggest better alignment is needed between central and
local government to ensure growth in greenfield only happens concurrent with
investment in the transport networks needed to support growth, recognising
this includes roading and public transport
xxxvii. note
the disconnect between central government policies which enable intensified
housing and limited parking, and the local reality on the ground where
limited parking and lack of public transport creates real issues in new
subdivisions
xxxviii. note that use of transport networks is impacted by
housing development without associated development of the local economy and
local employment, leading to increased car movements as people travel (large
distances) elsewhere to employment
xxxix. suggest budget is needed for public transport provision
and road network upgrades to address the legacy of isolated high intensity
housing areas with no employment across Papakura and Franklin local board
areas
Integrated freight
system
xl.
support in principle an integrated
freight system
xli.
support investment in KiwiRail and
electrification of the network, noting this also supports movement of freight
xlii.
support investment in freight
networks that enhance east / west movements both in Papakura and Franklin to
improve productivity and market demand
xliii. suggest investment in freight routes needs to be done in
a way that minimises future maintenance and makes the road safe for all road
users
Strategic investment
programme
xliv. support the Auckland third and fourth rail lines
xlv.
support Auckland Metropolitan Level
Crossing Upgrade and Removal Programme
xlvi. request the upgrade to Mill Road, south-east Auckland, be
included in the strategic investment programme, including designating the
Mill Road route through Papakura
xlvii. request the package of Supporting Growth projects that
provide for growth in Drury and Pukekohe, and connections to State Highway 1
are included in the Strategic Investment Programme
General feedback
xlviii. oppose any increase in excise tax, noting that all fuel
taxes inequitably impact communities that have no access to public transport,
and therefore no alternative to private car travel
xlix. support congestion charges and user pays toll roads, as
these are more equitable means of collective revenue for communities,
however, the board is cognisant of lower income families being impacted as
they have no other option than to use their vehicles given public transport
availability
l.
note that currently Waka Kotahi and
Auckland Transport (through Supporting Growth) do not work well with local
boards to create outcomes that are fit for purpose and reflect the current
local context and future needs
li.
suggest that Auckland Transport and
local boards are best placed to understand the transport needs of
Auckland’s communities
lii.
suggest that Auckland Transport
should have more autonomy over how central government funding is allocated
within Auckland
liii.
suggest Waka Kotahi/NZTA should focus
on outcomes, and not dictate through methods, projects, or prescriptive
‘buckets’ of funding.
liv.
request these resolutions are
attached in their entirety to Auckland Council’s submission.
CARRIED
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