Agenda of Transport & Infrastructure Committee

No.	Title	Page
a ⇨	Kiwirail presentation

No.	Title	Page
a ⇨	Watercare - Capital programme update presentation

No.	Title	Page
a ⇨	Healthy Waters - Capital Programme Update presentation

Transport and Infrastructure Committee

21 September 2023

Auckland Transport's quarter four performance report 2022/2023

File No.: CP2023/12136

Te take mō te pūrongo

Purpose of the report

1. To receive a high-level summary of Auckland Transport’s fourth quarter report (period ending 30 June 2023).

Whakarāpopototanga matua

Executive summary

2. Auckland Transport’s fourth quarterly performance report for the period ending 30 June 2023 is provided in Attachment B. The Chair’s cover letter is provided in Attachment A. The measures and targets in the quarterly performance report are measured against the 10-year Budget 2021-2031 and Auckland Transport’s Statement of Intent 2022-2025 (SOI).

3. Auckland Transport’s financial and non-financial results presented in the report are unaudited.

4. The 2022-2023 year has been a challenging one. Auckland Transport has only met 13 of its 31 targets. The targets for 16 measures were not met. One measure was a new measure with no target and one measure was not measured this financial year.

5. Auckland Transport’s performance was hampered by the extreme weather conditions and events, disruption to public transport services and inflationary pressures. In response, Auckland Transport have modified their measures for the upcoming year and have reset their work programme in line with budget constraints and to reflect the change in direction in response to their letter of expectation. They have embarked on an organisation redesign aiming to ensure they have the right capabilities, systems and processes in place to improve their performance.

6. Safety targets continue to be challenging and an area of concern.

7. Public transport recovery is continuing to improve with patronage levels returning to 84 per cent of pre-COVID-19 levels. Ongoing service disruption due to the rail network rebuild and ferry skipper shortages will continue to impact on the Auckland Transport’s ability to grow patronage, but Auckland Transport is working to achieve an aspirational target of 100 million boardings by late 2023 and early 2024.

8. Capital delivery for the year was at 99 per cent of the plan, with spend totalling $846 million. Within this capital spend, there was higher than planned investment in asset renewals and customer and technology related operational programmes, offset by lower spend and a pausing in corridor improvement and active mode projects.

9. For the full year, Auckland Transport’s net operating result is $79 million unfavourable than budget primarily due to higher than budgeted depreciation costs arising from June 2022 revaluation (80 million over budget).

10. Excluding depreciation, the net operating surplus is $1.1 million favourable to budget, due in part to higher than expected funding from Waka Kotahi and lower spend across various expenditure items.

Ngā tūtohunga

Recommendation

That the Transport and Infrastructure Committee:

a) whiwhi / receive Auckland Transport’s 2022/2023 fourth quarter performance report, provided at Attachment A of the agenda attachment.

Horopaki

Context

11. Each substantive Council Controlled Organisation (CCO) must provide a quarterly report to council. They are required to:

· summarise the CCO’s performance against the approved budget and agreed targets in the 10-year Budget and SOI

· provide a forecast of the CCO’s performance

· identify the cause of major variances

· highlight major achievements for the quarter

· signal any potential or developing issues.

12. Improvements are being made to align reporting and a new quarterly report template will be used for 2023-2024 reporting. For the fourth quarter performance report the CCOs were asked to provide an ‘at a glance’ section and new activity financial reporting.

Tātaritanga me ngā tohutohu

Analysis and advice

Financial performance

13. For the full year, Auckland Transport’s net operating result is $79 million unfavourable than budget primarily due to higher than budgeted depreciation costs arising from June 2022 revaluation (80 million over budget).

14. Excluding depreciation, the net operating surplus is $1.1 million favourable to budget:

· Operating revenue is $19 million favourable mainly due to higher than anticipated Waka Kotahi funding received for passenger transport top-up and funding for the unbudgeted immediate response costs for January/February adverse weather events (at a 91 per cent funding assistance rate). These factors more than compensated for the decline in parking and enforcement revenue, which was $36.5 million unfavourable to the budget.

· Operating expenditure is $18 million higher than budget due to unbudgeted costs for responding to adverse weather events, which is partially offset by lower spend across various expenditure items, including public transport contracts, track and ferry access charges, professional services, and technology costs.

15. Capital programme delivery totalled $846 million, compared to a planned $857 million (99 per cent). Co-funding from Waka Kotahi was in line with budget. Within this capital spend, there was higher than planned investment in asset renewals and customer and technology related operational programmes, offset by lower spend in corridor improvement and active mode projects.

16. Auckland Transport has provided the newly introduced activity-based financial table at the end of the quarterly report. No commentary has been provided and this will be an area of improvement in financial reporting for the 2023-2024. The “Other” bucket in the capex table largely encompasses technology related projects, including customer and technology programmes, open loop contactless payment solutions, Britomart services upgrades and cyber security, etc. The higher spend in “Other” was offset by lower spend in roading and passenger transport projects, particularly corridor improvements and active mode projects (e.g., walking and cycling) as noted in the letter from the chair.

Non-financial performance and other issues

17. Auckland Transport has a total of 31 measures, 16 of which are also 10-year Budget measures.

18. For this financial year, 13 performance measures have met or exceeded targets and 16 were not met. One measure was new with no target and one measure was not measured in this financial year.

19. The table below sets out a summary of performance results at quarter four.

Table 1: Summary of performance measures results by strategic transport priorities

Strategic transport priorities	Target exceeded or met	Target not met	New Measure / Not Reported	Total
Making Auckland’s transport system safe by eliminating harm to people		4		4
Providing excellent customer experiences	3	1		4
Providing and accelerating better travel choices for Aucklanders	3	6		9
Better connecting people, places, goods and services		2		2
Improving the resilience and sustainability of the transport system and significantly reducing greenhouse gases	3		1	4
Supporting Māori wellbeing outcomes, expectations and aspirations	1	1		2
Collaborating with funders, partners, stakeholders and communities			1	1
Our operating model is adaptive, financially sustainable and delivers value	3	2		5
TOTAL	13	16	2	31

20. Safety targets continue to be challenging, with the expected reductions in DSI (Deaths and Serious Injuries) not being met. Auckland Transport has been reporting monthly, and in some depth, to this Committee on the challenges in this area. The DSI results for the 2022 calendar are higher than the five-year average (2018 to 2022), and the results for the fourth quarter for DSI on local roads are the worst in this year’s reporting. An increase in motorcycle fatalities is noted.

21. The target for responding to customer service requests relating to roads and footpaths was not met. The number of customer requests increased significantly because of the extreme weather events.

22. Public transport recovery is continuing to improve, except for rail boardings. The rail network rebuild programme is impacting on rail patronage and this programme of work is noted as delayed until February 2026. Bus driver shortages have reduced, but ferry skipper and worker shortages continue to impact on ferry service provision.

23. Cycle targets are below what was forecast, but an improvement (2.1 per cent) on the same period as last year. The cycle count programme is targeted on routes into the city centre, where behavioural changes and the increase in hybrid working have seen these trips reduce overall for all modes. The delays in the delivery of cycle projects in recent years is contributing to the lack of sustained growth in this area. The lack of investment in this area, along with safety concerns, have also impacted on the active and sustainable transport mode share to schools.

24. The results for the percentage of road assets (94.9 per cent) and footpath conditions (97.6 per cent) in acceptable condition, as well as road maintenance standards (ride quality) have all exceeded their targets.

25. Highlights for quarter four include:

· Eastern Busway Stages 2 and 3 sod turning held on 1 April 2023

· Ara Tūhono and Te Honohono Ki Tai rd (Matakana Link Road) were jointly opened to the public

· Public transport patronage is ahead of forecast, increasing to 84 per cent of pre COVID-19 levels for June 2023

· Bus driver shortfall reduced to seven per cent of total workforce

· 45 pedestrian programme projects completed, exceeding this year’s target.

· Neilson/Alfred intersection and Mt Albert/Dornwell/Frost, Mt Albert/Hayr corridor intersection and safety improvements completed construction this quarter.

Tauākī whakaaweawe āhuarangi

Climate impact statement

26. Auckland Transport’s corporate emissions for the year were reduced by 54 per cent (target 17 per cent). This is largely as a result of electrification of train services, the retrofitting of streets to LED bulbs and hybrid working provisions.

27. The estimated transport related greenhouse gas emissions are 4.15 mega tonnes. This was a new SOI measure for 2022/2023 and is based on fuel sales data, which is then converted into equivalent greenhouse gas emissions.

28. Auckland Transport are working closely with council and Waka Kotahi to deliver a Vehicle Kilometer Travelled Reduction Plan. This will come to this Committee later this year.

29. The annual update on delivery of Te Tāruke-ā-Tāwhiri: Auckland’s Climate Plan (2023) went to this month’s Planning, Environment and Parks Committee. The report highlighted that important progress is being made – the new frequent bus routes, the procurement of new electric ferries and other passenger transport improvements. However, despite the progress being made on climate action, Auckland’s emissions are not tracking in line with the target to reduce emissions by 50 per cent by 2030 and further work is needed to achieve our climate goals.

Ngā whakaaweawe me ngā tirohanga a te rōpū Kaunihera

Council group impacts and views

30. Auckland Transport’s report contains information on how it is contributing to the council’s outcomes and objectives.

Ngā whakaaweawe ā-rohe me ngā tirohanga a te poari ā-rohe

Local impacts and local board views

31. The governance of Auckland Transport is delegated to this committee. The views of local boards have not been sought. Auckland Transport reports to local boards directly.

Tauākī whakaaweawe Māori

Māori impact statement

32. Auckland Transport’s report notes a wide range of engagements with mana whenua, alongside actions as part of the marae safety programme, delivering te reo on the transport network, and various internal activities to build the Māori cultural capability of Auckland Transport’s staff. Auckland Transport spent $18.9 million with Māori owned businesses in this financial year.

33. Auckland Transport exceeded its target (97.2 per cent against a target of 80 per cent) of delivering bi-lingual audio announcements on the passenger transport network. Te reo translations have also been completed for the Auckland Transport website, wayfinding signage, and at bus stops and shared pathways.

Ngā ritenga ā-pūtea

Financial implications

34. Auckland Transport’s financial performance is provided in paragraphs13 to 16.

Ngā raru tūpono me ngā whakamaurutanga

Risks and mitigations

35. Issues and risks largely reflect the trends in the performance measures and financial performance. Auckland Transport has noted that KiwiRail’s rail network closures will continue to impact customer journeys and patronage growth.

36. The significant weather events and ongoing poor weather have impact both resourcing of materials and project delivery.

Ngā koringa ā-muri

Next steps

37. This report is primarily for information purposes. Auckland Transport’s Annual Report will be circulated in September 2023 to this Committee.

38. The next quarterly report (quarter one, July to September 2023) will be provided to the Transport and Infrastructure Committee in November 2023.

39. Finance and CCO Governance staff are working with the CCOs to update the template for quarterly reporting so that is provides a better picture of performance trends, risks and issues and more financial information at activity level.

Ngā tāpirihanga

Attachments

No.	Title	Page
a ⇨	Chair's Cover Letter
b ⇨	Auckland Transport Fourth Quarter Report 2022 - 2023

Ngā kaihaina

Signatories

Author

Claire Gomas - Principal Advisor

Authorisers

Alastair Cameron - Manager - CCO Governance & External Partnerships

Barry Potter - Director Infrastructure and Environmental Services

No.	Title	Page
a ⇨	Auckland Transport Update Presentation - September 2023

No.	Title	Page
a ⇨	Update on Mission Electric September 2023 Presentation

Transport and Infrastructure Committee

21 September 2023

Level Crossings Programme Update

File No.: CP2023/13346

Te take mō te pūrongo

Purpose of the report

1. To whakarite / provide the Transport and Infrastructure Committee of current and future plans to remove level crossings on the Auckland Metro Rail Network (AMRN).

Whakarāpopototanga matua

Executive summary

2. The report addresses risks associated with 49 level crossings on the Auckland Metro Rail Network and how the risks will be reduced through interventions and some removals over time and as available funding allows.

3. The rail level crossings pose a known collision hazard between rail and road users. This has prompted the need for risk reduction / removal. Over the last decade, 17 pedestrian fatalities and numerous near misses have occurred at these level crossings.

4. As train frequencies will increase with the City Rail Link (CRL), mitigating these risks is crucial. Immediate measures include completion of installation of automatic gates at all pedestrian crossings and removing 7 specific crossings.

5. A strategic removal programme is planned post-CRL Day 1. Engagement with stakeholders and regulators has been positive. However, funding for a full removal programme has yet to be confirmed and is unlikely to be affordable for Auckland under the current funding constraints.

6. Staff will provide a short presentation covering the level crossing safety and removal programme (attached)

7. This report emphasizes timely interventions, environmental benefits, and financial considerations for the level crossing programme and notes that the priority is completing 'Group 1' crossing removals and advancing the broader strategic plan, as funding allows.

Ngā tūtohunga

Recommendation/s

That the Transport and Infrastructure Committee:

a) tuhi ā-taipitopito / note the progress update on the level crossings programme and the next steps.

Horopaki

Context

8. There are 49 locations on the AMRN where rail tracks cross a road and/or pedestrian accessway on the same level. This interface creates a risk of collision between rail vehicles and road vehicles, pedestrians or cyclists. Given the relatively large mass of a rail vehicle, the consequence of such a collision can be catastrophic.

9. Based on data from Waka Kotahi New Zealand Transport Agency (Waka Kotahi), the Coroner’s Office, and our train operator, 17 pedestrians have sadly lost their lives on the AMRN from March 2013 to August 2023, ten of those at level crossings, with the most recent on 19 August 2023. In the same period, there have been 239 near-misses with pedestrians at level crossings and 7 collisions with motor vehicles.

10. As Auckland’s population grows, there will be more movements over these crossings due to traffic growth, change in land use, more walking and cycling, and necessary increases in train frequencies to accommodate more people and more freight on rail.

11. This risk must be mitigated as Far As Is Reasonably Practicable. As all vehicle crossings in the metro area have the highest level of protection available under KiwiRail standards (half arm barriers, bells, and flashing lights), and all pedestrian crossings will soon be equipped with mazes and/or automatic locking gates, removal of the crossings must now be considered. This is particularly important in the context of service changes that will be enabled by the opening of the CRL.

12. More frequent trains will also result in more frequent and potentially longer operation of crossing barrier arms leading to longer waits to cross the rail network. This can lead to increased driver frustration and more risk taking around crossings.

13. Increased barrier arm downtime while efficient for the rail network users reduces the efficiency of the road network adding wider economic costs

Tātaritanga me ngā tohutohu

Analysis and advice

14. Whilst it is Auckland Transport’s (AT’s) and KiwiRail’s intention to remove all level crossings on the Auckland Metro Network, this is a long-term programme. The immediate priority is mitigation of risk prior to completion of the CRL and introduction of the CRL ‘Day 1’ timetable with higher frequency services.

15. As part of introduction of the 2016 timetable, a network wide risk assessment was undertaken. This resulted in upgrades of crossings and implementation of a programme to install automatic locking gates at all crossings. The last few crossings in this programme are due to complete in FY24.

16. In parallel, three crossings have been removed by CRL in the inner west area (Porters Avenue, Normanby Road and Fenton Street).

17. In addition, funding has been secured to remove an additional vehicle level crossing at Church Street East, and six pedestrian level crossings that were considered reasonably practical to remove (these are termed Group 1 crossings). Those crossings are O’Neill’s Road (Swanson); Corban’s Estate (Henderson); Lloyd Avenue (Mt. Albert); Kingdon Street (Newmarket); Tironui Station Road East (Takaanini) and Homai Station.

18. Post-CRL Day 1, removal of the remaining 42 level crossings (termed Groups 2 to 6) will be required over several years to permit the staged increase of train frequencies. An overview of this Strategic Level Crossing Removal Programme is provided as Attachment 1.

19. A Single Stage Business Case (SSBC) to identify the preferred programme is planned for completion in December 2023.

20. The highest priority crossings for removal (termed Group 2) are clustered around Takaanini on the Southern Line where passenger and freight traffic is high. Current simulations of the 2031 timetable impact shows that the Spartan Road level crossing will be closed 48 minutes per hour at peak compared to 32 minutes today. Work has been progressed via the Supporting Growth Alliance to identify and consult on the preferred option for removal of these crossings and prepare a Business Case for funding approval. Preparatory work to inform Notices of Requirement is also underway but is subject to incorporation of stakeholder feedback and approval of the preferred option.

21. We are currently completing additional risk assessments of all remaining level crossings to identify interventions other than closure that can be delivered prior to CRL Day 1. These are expected to be of the nature of maintenance activities such as vegetation removal, additional signage and road markings. Information campaigns prior to introduction of the new timetable will also be undertaken.

22. Engagement with the Regulator (Waka Kotahi) has commenced regarding the introduction of the CRL Day 1 timetable and the proposed Group 1 risk mitigations. To date, there is good engagement between all parties and therefore we are confident that an acceptable timetable that preserves the CRL Day 1 operation and benefits will be approved. The key timelines are highlighted at Attachment 1 for the CRL Day 1 programme.

Tauākī whakaaweawe āhuarangi

Climate impact statement

23. Removal of level crossings will improve the efficiency of both the road and rail network, reducing emissions, improving rail network reliability, and encouraging mode shift to more sustainable transport modes.

Ngā whakaaweawe me ngā tirohanga a te rōpū Kaunihera

Council group impacts and views

24. No engagement has taken place for the Group 1 programme, however an extensive stakeholder engagement plan, including Watercare and Eke Panuku, is being developed through the Single Stage Business Case.

Ngā whakaaweawe ā-rohe me ngā tirohanga a te poari ā-rohe

Local impacts and local board views

25. Removal of level crossings can be contentious, particularly when closure rather than grade separation may be the recommended option. Work currently underway has included consultation with communities and local boards.

26. Local boards are generally supportive of the projects, however feedback on options for particular locations is still being considered as part of the business case process.

Tauākī whakaaweawe Māori

Māori impact statement

27. Both AT and Auckland Council are committed to meeting their responsibilities under Te Tiriti o Waitangi and its broader legal obligations in being more responsible or effective to Māori.

28. AT’s Māori Responsiveness Plan outlines the commitment to 19 mana whenua entities in delivering effective and well-designed transport policy and solutions for Auckland.

29. We also recognise maata waka and their representative bodies and our desire to foster a relationship with them.

30. Engagement with mana whenua will inform design and option selection decisions.

Ngā ritenga ā-pūtea

Financial implications

31. Removal of all level crossings will be a substantial undertaking for which funding is not yet confirmed. Funding gaps and options will be considered within the business case. 100% funding via the National Land Transport Fund was previously assumed in the Auckland Transport Alignment Project but is not yet confirmed. It is unlikely that the full programme will be affordable under current funding arrangements.

32. Funding of $12m has been allocated in FY24 to progress Group 1 crossings and complete the business case for removal of Church Street East Level Crossing.

33. $51m has been proposed for FY25-27 to conclude the Group 1 Programme.

34. In the next RLTP, $642m has been identified to progress the Takaanini level crossings and $1.3b to start addressing the rest of the programme.

35. Additional funding has been identified within the proposed 2024 Government Policy Statement for Land Transport for allocation to KiwiRail for level crossing removal. We are working closely with the Ministry of Transport as this GPS is developed. However, there is a risk of changing priorities for transport investment as a result of the 2023 Central Government Election.

Ngā raru tūpono me ngā whakamaurutanga

Risks and mitigations

36. The scale of the removal programme it will take time to fund and deliver. Future freight and passenger service improvements may be delayed until sufficient crossings have been removed to reduce both local and system wide risk to a tolerable level.

37. AT will continue to work with safety case holders (Auckland One Rail and KiwiRail) and the Regulator (Waka Kotahi) on short term risk mitigation and longer-term programme prioritisation to identify opportunities for incremental service improvements after introduction of the CRL timetable as crossings are progressively removed.

Ngā koringa ā-muri

Next steps

38. Completion of removal of ‘Group 1’ crossings prior to CRL day one is the current priority.

39. In parallel, the business case for the strategic programme for removal of the remaining crossings on the network is underway and due for completion before the end of the year.

Ngā tāpirihanga

Attachments

No.	Title	Page
a ⇨	Level Crossings Programme Update Presentation

Ngā kaihaina

Signatories

Authors

Donald Green – Programme Development Director – Rail Infrastructure

Damian Flynn – Public Transport Integration Director

Christian Messelyn – General Manager Public Transport Development

Authorisers

Mark Lambert – Executive General Manager Integrated Networks

Dean Kimpton – Chief Executive

Barry Potter - Director Infrastructure and Environmental Services

Transport and Infrastructure Committee

21 September 2023

Proposed approach to joint development of the 2024 Regional Land Transport Plan

File No.: CP2023/13644

Te take mō te pūrongo

Purpose of the report

1. To ohia / endorse the proposed joint approach of Auckland Transport (AT), the Regional Transport Committee (RTC) and Auckland Council to develop the 2024 Regional Land Transport Plan (RLTP).

2. To respond to the resolutions of the Transport and Infrastructure Committee (Resolution number TICCC/2023/88)) which requested staff from AT and Auckland Council to jointly develop the 2024 RLTP and regularly engage with the Transport and Infrastructure Committee on its development.

Whakarāpopototanga matua

Executive summary

3. Work is now beginning on a new 2024 Regional Land Transport Plan (RLTP). This paper seeks Transport and Infrastructure Committee endorsement of the proposed joint approach to the development of the Plan. Key elements of the development approach include:

· agreement to Auckland Council’s transport funding envelope and strategic direction through the Long-Term Plan

· development of the draft AT capital proposal, to be endorsed by the Transport and Infrastructure Committee, for consideration as part of the RLTP process

· Transport and Infrastructure Committee endorsement of the draft and final RLTP before approval by the AT Board

4. These key elements will be supported by joint advice from AT and Auckland Council staff, along with early engagement with key mana whenua partners, local boards and stakeholders.

Ngā tūtohunga

Recommendation/s

That the Transport and Infrastructure Committee:

a) ohia / endorse the proposed joint approach between AT, the Regional Transport Committee and Auckland Council to develop the 2024 Regional Land Transport Plan, which includes the following key elements:

i) development of the Auckland Council’s transport ‘funding envelope’ and strategic direction through the Long-Term Plan process

ii) joint Auckland Council and AT development and prioritisation of the AT capital proposal to be input to the 2024 Regional Land Transport Plan, for endorsement by the Transport and Infrastructure Committee and approval by the AT Board

iii) Transport and Infrastructure Committee endorsement of the draft 2024 Regional Land Transport Plan for formal consultation, before approval by the AT Board

iv) Transport and Infrastructure Committee endorsement of the final 2024 Regional Land Transport Plan document before approval by the AT Board.

Horopaki

Context

5. Every three years, regions across New Zealand must review and, if necessary, update their RLTP. The key role of RLTPs is to set out a region’s proposals for funding from the National Land Transport Fund (NLTF), which is administered by Waka Kotahi.

6. AT is currently developing its capital programme and is beginning the process of developing the 2024 RLTP.

7. Previously the RLTP has reflected the programs agreed between Council and government in the 2018 and 2021 Auckland Transport Alignment Project (ATAP), which were jointly developed by central and local government officials.

8. Auckland Council has signalled its intent to have a stronger role in setting the strategic direction for transport investment in Auckland. This includes Transport and Infrastructure Committee agreement to seek legislative change to include joint decision-making between Auckland Council and the Crown on a long-term integrated transport plan and a lead role for the Council in preparing the RLTP. (Resolution number TICCC/2023/88).

9. As part of its direction to seek legislative change The committee also resolved to request that:

· AT and Auckland Council staff jointly develop the 2024 RLTP, and regularly engage with the Transport and Infrastructure Committee, including submitting the plan for its endorsement prior to approval by the RTC; and

· Auckland Council and AT staff report to the September 2023 Transport and Infrastructure Committee on the options for jointly developing the RLTP; and

· The Mayor, Chair and Deputy Chair of the Transport and Infrastructure Committee and staff work collaboratively with the AT Board (board) and Chief Executive on further development of these proposals.

10. This paper responds to these resolutions, reflecting material workshopped with the Regional Transport Committee (RTC) on 12 September 2023.

11. In parallel with the development of the AT capital programme and the RTLP, Auckland Council is producing its 2024 Long-term Plan (LTP). The 2024 LTP will play a key role in setting the overall funding envelope and strategic direction for AT’s capital and operating programmes, and therefore has a significant impact on the RLTP.

Purpose, scope and direction of the RLTP

12. The RLTP is a statutory document mandated under the Land Transport Management Act 2003. Its primary purpose is to set out a prioritised list of proposals for funding from the NLTF, in the context of other public sector investment in the transport network. As such, it is a ‘bid document‘.

13. The RLTP must be consistent with the Government Policy Statement on Land Transport (the GPS). The Government released its draft GPS on land transport 2024 for consultation which closed on 15 September 2023.

14. The scope of the RLTP captures proposed capital and operating investment from all approved agencies, including AT, Waka Kotahi, KiwiRail, City Rail Link Limited and Auckland Council. However, only those projects which seek funding from the NLTF can be prioritised as part of the RLTP. This excludes KiwiRail projects covered under the Rail Network Investment Programme. Other projects, such as those funded by the Crown, must be included in the RLTP.

15. The RLTP must include a prioritised list of projects that the RTC has decided to propose for NLTF funding. Operational funding is included, but only at an aggregate level. The detail of operational investment is included in documents such as the Regional Public Transport Plan and Asset Management Plan.

16. As the RLTP is a bid document to the NLTF, it plays a key role in defining how proposed regional projects align to national policy objectives.

17. The RLTP only reflects proposals for funding. Full funding for a project will depend on decisions taken by Waka Kotahi in the National Land Transport Plan.

Statutory Roles in developing and approving the RLTP

18. Under the Land Transport Management Act 2003, the development of the RLTP is split between the AT Board and the RTC. This is an important, but subtle, distinction as the RTC is a separate statutory entity from the AT Board with different roles, responsibilities and accountabilities.

19. The statutory role of the AT Board is to prepare the RLTP, particularly in terms of providing resources for this purpose, and approve the RLTP. The AT Board can also approve the AT programmes that will be submitted into the RLTP process for prioritisation by the RTC.

20. The Regional Transport Committee is an interagency committee, made up of the AT Board, plus a Waka Kotahi voting member and a KiwiRail observer. The RTC has several key statutory roles, including:

· deciding which projects to include in the proposal for funding from the NLTF, and prioritising those projects on a regional basis (i.e., across agencies)

· ensuring the RLTP meets statutory tests, particularly contributing to the purpose of the Land Transport Management Act and consistency with the GPS

· recommending the draft RLTP to the AT Board for consultation and then the final RLTP for approval.

21. Waka Kotahi and KiwiRail propose projects to the RTC for consideration as part the RLTP process. Waka Kotahi also sets national guidance for RLTP development in terms of inputs to the NLTF.

22. Auckland Council does not have a direct statutory role in the development of the RLTP, although it can propose projects for consideration by the RTC and can have some aspects of development delegated to it. Auckland Council can guide the development of the AT capital programme through other mechanisms such as the Letter of Expectations and Long Term Plan (which AT must ‘give effect to’). In practice, Auckland Council also has a key role in the RLTP by setting the level of capital and operating funding that will be available through the LTP.

23. The AT Board has agreed, via the Statement of Intent, that Auckland Council will jointly develop the RLTP with AT and will be invited to endorse the draft and final versions of the document before they are approved by the AT Board.

24. A key issue for the development of the 2024 RLTP will be enabling this joint development while ensuring that the AT Board, and particularly the RTC, are able to independently undertake their statutory roles and responsibilities. The proposed approach to this is discussed in the rest of this paper.

Relationship to the ATAP and Auckland Integrated Transport Plan Process

25. The 2018 and 2021 RLTPs were guided by Government and Council through the Auckland Transport Alignment Project (ATAP) process. Under this process, the regional capital programme was jointly developed by officials from AT, Auckland Council, Waka Kotahi, the Ministry of Transport and KiwiRail and approved by Cabinet and Auckland Council. After consideration, and some minor refinements, the RTC took the agreed ATAP capital programme and incorporated it into the RLTP.

26. While there will be an Auckland Integrated Transport Plan process, the specific timings for this are uncertain and it is not expected to result in agreed ten-year capital programme as occurred with the ATAP processes. Consequently, officials are currently working on the basis that the joint AT and Council RLTP development process will apply. If a joint process with government is initiated, there will be a need to revise the process proposed below.

Relationship to the final GPS

27. As noted, the RLTP must be consistent with the transport GPS. While a draft GPS has been provided by government, a final GPS will not be available until after the election – potentially as late as February 2024. This means that key RLTP prioritisation cannot be confirmed until the final GPS becomes available, and the RLTP cannot be completed until after this point. This is a key timing risk, not only for the RLTP but also for the Long Term Plan which may need to be broad during consultation to allow for the interdependency of the GPS.

Tātaritanga me ngā tohutohu

Analysis and advice

A proposed approach to joint development of the RLTP

28. Joint development of the 2024 RLTP is proposed to have three phases as set out below and outlined in Attachment A. Final timing will be developed in more detail as the LTP process evolves, but we expect some overlap between phases.

Phase One: Funding and strategic direction for the AT programme as part of the LTP

29. Phase One, already underway, will see AT submit material and engage with Council as part of the LTP process. This is expected to establish to the overall Council funding envelope for AT’s capital and operating programs, along with strategic priorities for investment. This will be based on assumptions at the time that may not align with the final GPS. It will also include the provision of joint options advice in response to the specific requests included in the “Direction to Council Group from the Mayor and Councillors”.

30. The Phase One process will primarily be between the AT Board and Council’s Budget Committee and will reflect the “Direction to Council Group” guidance. We expect Phase One will run from now to November.

Phase Two: Refinement of AT’s programme for input to the RLTP

31. Phase Two will see AT work jointly with Council officers to refine AT’s draft programme in light of the expected LTP funding envelope and strategic guidance. The result will be a detailed list of proposed AT projects for endorsement by the Transport and Infrastructure Committee, ahead of approval by the AT Board, for input to the RLTP process. Depending on the timing of outputs from the LTP process, particularly signals around the funding envelope, we expect to seek this endorsement from the November Transport and Infrastructure Committee meeting, following a workshop process.

32. This process will be between the AT Board and Transport and Infrastructure Committee and will reflect Council direction for the LTP. Depending on timing, it will ideally also reflect the Government’s Policy Statement for Transport. We expect Phase Two to occur from October to November.

33. Separately, but in parallel, Waka Kotahi and KiwiRail will develop their proposals for input to the RLTP process, reflecting national policy guidance.

Phase Three: Prioritisation of multi-agency proposals and development of the RLTP

34. Phase Three will see the RTC prioritise proposals from AT and Waka Kotahi for funding from the NLTF. These will then be included as part of the draft RLTP consultation document, which will be submitted to the Transport and Infrastructure Committee for endorsement in February or March of 2024 before going to the AT Board for approval. We also plan to provide a workshop for the Committee to discuss the prioritisation, although final decisions must sit with the RTC.

35. Following formal consultation, the RTC will update the prioritised programme to reflect public feedback and ensure the final package meets statutory tests before submitting to the Transport and Infrastructure Committee for endorsement in June 2024. Once endorsed by the Committee, the draft RLTP document will go to the AT Board for final approval.

36. Phase Three will also include consideration of the outcomes of the Vehicle Kilometres Travelled Reduction Programme work that is currently underway. Phase Three is expected to run from December 2023 to June 2024.

37. All phases will include engagement and input with Council staff from a range of departments including Finance, and the Chief Planning Office, especially Transport Strategy.

38. As Phase Three is the responsibility of the RTC and is multi-agency in nature it will be led by AT, with input from Waka Kotahi, KiwiRail and Council staff.

Consultation

39. As part of development of the RLTP programme, AT will undertake early engagement with local boards, Mana Whenua, the Independent Māori Statutory Board and key stakeholders during September to November 2024. The intent of this early engagement is to inform stakeholders and partners of the key factors shaping the capital and operating programmes over the next decade, particularly higher costs and funding constraints, while seeking early feedback on priorities.

40. At this point early engagement with the wider public is not proposed, partially due to resource constraints and known public feedback on these matters. We already have a good sense of public priorities from AT’s ongoing engagement programmes, and previous work undertaken as part of the Regional Public Transport Plan and Auckland Integrated Transport Plan.

41. Staff propose, however to investigate the possibilities of including a participative democracy element in the early engagement, funding allowing.

42. Formal consultation on the RLTP will take place in line with statutory requirements. Ideally this would be aligned with the LTP consultation. However, we expect that the timing of the GPS 2024 and the Central Government 2023 Election may mean that it is not possible to complete the RLTP in time to align with the LTP.

Tauākī whakaaweawe āhuarangi

Climate impact statement

43. While there is no direct climate impact as a result of this report, a key objective of AT’s capital and operating programs will be to support, within available funding, a meaningful reduction in transport greenhouse gas emissions. Development of AT’s programme during Phases One and Two will also seek to support the pathway set out in the Transport Emissions Reduction Plan and reflect any new elements emerging from the Vehicle Kilometres Travelled reduction Programme.

Ngā whakaaweawe me ngā tirohanga a te rōpū Kaunihera

Council group impacts and views

44. As described above, the 2024 RLTP will be developed in collaboration with the council staff from a range of departments including Finance, and the Chief Planning Office, especially Transport Strategy, Governance and Legal.

45. The proposed development of the RLTP in the manner proposed in this report will give effect to direction of the Transport and Infrastructure Committee to jointly develop the plan and will ensure that council’s positions are incorporated.

Ngā whakaaweawe ā-rohe me ngā tirohanga a te poari ā-rohe

Local impacts and local board views

46. The Land Transport Management Act (LTMA 2003) requires the RTC to consult on the RLTP in accordance with s82 of the Local Government Act 2002 (LGA) and that if consulting Auckland Council, the RTC or AT, must consult both the governing body and each affected local board of the Council.

47. An approach of early engagement has been adopted to provide sufficient time to consider local board views and their priorities for transport investment within their local communities. This process is occurring during September and October 2023 and seeks to obtain initial input from local boards to help shape, where possible, the development of AT’s 10-year programme.

48. Local Boards will have further opportunity to make formal submissions during the public consultation process in March/ April 2024.

Tauākī whakaaweawe Māori

Māori impact statement

49. This report does not have a direct impact on Māori. However, development of the RLTP will include early engagement with the Independent Māori Statutory Board (IMSB) and Mana Whenua along with formal engagement in line with statutory guidance.

50. Impacts on Māori will also specifically be considered during the development of AT’s capital programme in light of feedback received during the early engagement phase along with other recent engagement including during development of the Auckland Integrated Transport Plan.

Ngā ritenga ā-pūtea

Financial implications

51. There are no immediate financial implications in undertaking the proposed work as it can be managed from within existing operational budgets.

Ngā raru tūpono me ngā whakamaurutanga

Risks and mitigations

52. The top two risks are summarised alongside the proposed mitigation in the below table.

Risk

Trigger

Mitigation

Change of Government

National election on 14 October results in a new or changed government.

Period of uncertainty post-election likely while a process of change is underway.

Government priorities and outcomes around transport may change and are unlikely to be signalled until a revised GPS in early 2024 (est. February), potentially delaying the process.

As much work as possible will be undertaken before the GPs is finalised to minimize timeframe impacts.

The Auckland RTC has highlighted this risk to the Minister of Transport in response to the draft GPS consultation. If the GPS is significantly delayed, we will seek an extension on the timeframe for completing the RLTP.

Failure to meet legislative obligations

As seen in 2021, the RLTP is potentially subject to judicial review from external parties, so the joint process needs to be able to meet statutory tests.

A robust audit and assurance process will be followed, with key gateway reviews at critical milestones.

Outlining roles and responsibilities will provide clear understanding to all involved regarding key decisions and ensuring probity across the process and RLTP.

Ngā koringa ā-muri

Next steps

53. Immediate next steps will be to provide a briefing to the Budget Committee on 27 September and 10 October as part of the LTP process.

54. We expect to engage with the Transport and Infrastructure Committee in November as part of the detailed prioritisation of AT’s programme.

Ngā tāpirihanga

Attachments

No.	Title	Page
a ⇨	Regional Land Transport Plan process diagram

Ngā kaihaina

Signatories

Authors

Hamish Bunn, Group Manager Policy, Planning and Investment, Auckland Transport

Jenny Chetwynd, Executive General Manager Planning and Investment, Auckland Transport

Authorisers

Dean Kimpton, Chief Executive Officer, Auckland Transport

Barry Potter - Director Infrastructure and Environmental Services

No.	Title	Page
a ⇨	Forward Work Programme

Transport and Infrastructure Committee

21 September 2023

Summary of Transport and Infrastructure Committee information memoranda, workshops and briefings - 21 September 2023

File No.: CP2023/13115

Te take mō te pūrongo

Purpose of the report

1. To whiwhi / receive a summary and provide a public record of memoranda or briefing papers that may have been distributed to the Transport and Infrastructure Committee.

Whakarāpopototanga matua

Executive summary

2. This is a regular information-only report which aims to provide greater visibility and openness and transparency of information circulated to Transport and Infrastructure Committee members via memoranda/briefings or other means, where no decisions are required.

3. The following information items were distributed.

Date	Subject
17/8/2023	Auckland Transport - Rail Network Rebuild funding and the next stage(s)
18/8/2023	Auckland Transport - Parking Tariff Review
5/9/2023	Benefits and Costs of the Transport Emissions Reduction Pathway
5/9/2023	Update on the Transport Emissions Reduction Pathway
7/9/2023	Auckland Transport – Progress on dynamic streets
7/9/2023	City Rail Link - Tree Planting

4. The following workshops/briefings have taken place for the Transport and Infrastructure Committee:

Date	Subject
6/9/2023	CONFIDENTIAL: Transport Emissions Reduction Pathway

5. Note that, unlike an agenda report, staff will not be present to answer questions about the items referred to in this summary. Transport and Infrastructure Committee. members should direct any questions to the authors.

Ngā tūtohunga

Recommendation/s

That the Transport and Infrastructure Committee:

a) whiwhi / receive the Summary of Transport and Infrastructure Committee information memoranda and briefings – 21 September 2023.

Ngā tāpirihanga

Attachments

No.	Title	Page
a ⇨	Memo - Auckland Transport - Rail Network Rebuild funding and the next stage(s)
b ⇨	Memo - Auckland Transport - Parking Tariff Review
c ⇨	Memo - Benefits and Costs of the Transport Emissions Reduction Pathway
d ⇨	Memo - Update on the Transport Emissions Reduction Pathway
e ⇨	Memo - Auckland Transport - Progress on dynamic streets
f ⇨	Memo - City Rail Link - Tree Planting

Ngā kaihaina

Signatories

Author	Lata Smith - Senior Governance Advisor
Authoriser	Barry Potter - Director Infrastructure and Environmental Services

Chairperson	Cr John Watson
Deputy Chairperson	Cr Christine Fletcher, QSO
Members	Cr Andrew Baker	Cr Kerrin Leoni
	Cr Josephine Bartley	Cr Daniel Newman, JP
	Mayor Wayne Brown	IMSB Member Pongarauhine Renata
	Cr Angela Dalton	Cr Greg Sayers
	Cr Chris Darby	Deputy Mayor Desley Simpson, JP
	Cr Julie Fairey	Cr Sharon Stewart, QSM
	Cr Alf Filipaina, MNZM	Cr Ken Turner
	Cr Lotu Fuli	Cr Wayne Walker
	Cr Shane Henderson	Cr Maurice Williamson
	Cr Mike Lee

Author	Mara Bebich - Executive Officer
Authoriser	Barry Potter - Director Infrastructure and Environmental Services

Author	Duncan Glasgow - Kaitohutohu Mana Whakahaere Matua / Senior Governance Advisor
Authoriser	Barry Potter - Director Infrastructure and Environmental Services

Exclusion of the Public: Local Government Official Information and Meetings Act 1987