Agenda of Transport, Resilience and Infrastructure Committee

Transport, Resilience and Infrastructure Committee

05 December 2024

Time of Use Charging - Programme Update

File No.: CP2024/18636

Te take mō te pūrongo

Purpose of the report

1. To provide an update on the Time of Use Charging programme and to seek approval to prepare a submission to the enabling legislation.

Whakarāpopototanga matua

Executive summary

2. The next stage of planning and design for Time of Use Charging on the Auckland roading network is nearing completion. This work is being undertaken in response to the Transport Resilience and Infrastructure Committee resolution of November 2023, and will be reported back to the Transport, Resilience and Infrastructure Committee in early 2025.

3. Government has indicated that enabling legislation for Time of Use Charging scheme(s) will be released in late 2024, with Select Committee process to consider legislation in early 2025 and possible legislation enactment later in 2025.

4. The planning and design work underway will provide a basis and important evidence to support an Auckland Council (AC) Group Select Committee submission on the draft legislation.

5. Government has also indicated the required process for Time of Use Charging scheme investigation, design and development. A co-design of the scheme is likely to be required with New Zealand Transport Agency Waka Kotahi (NZTA) once the legislation has been enacted, leading to public consultation of the scheme and an application to Government for scheme approval, prior to scheme procurement and implementation.

6. The programme proposes to report back to the Transport, Resilience and Infrastructure Committee in early 2025 on scheme planning and design and an AC Group Select Committee submission. Engagement with NZTA in scheme co-design will follow expected legislative enactment later in 2025, however, it is recommended that early engagement should be pursued.

Ngā tūtohunga

Recommendation/s

That the Transport Resilience and Infrastructure Committee:

a) tuhi ā-taipitopito / note this update on the Time of Use Charging programme.

b) tono / request staff to prepare a submission to the enabling legislation for a Time of Use scheme, which is expected to be introduced to the House before the end of 2024.

c) tuhi ā-taipitopito / note that any submission will be approved by the Transport, Resilience and Infrastructure Committee.

Horopaki

Context

7. Demand-based road pricing has previously been investigated for introduction in Auckland. Based on international experience, it has been considered as an important part of the toolbox to manage demand for use of the roading network.

8. The Congestion Question was an investigation in 2020 by the Auckland Transport Alignment Project partners to consider whether there is a case for introducing a congestion pricing scheme for Auckland. It recommended a phased approach of pricing via a city centre cordon followed by expansion through pricing on strategic corridors.

9. In August 2021, the Parliamentary Transport and Infrastructure Select Committee recommended that the Government ‘progress legislation to enable New Zealand cities to use congestion pricing as a tool in transport planning; implement a congestion pricing scheme in Auckland as described in The Congestion Question reports; undertake broad public engagement to help people understand the costs and benefits of a specific scheme; and use any revenue raised by a congestion pricing scheme to mitigate equity impacts and reinvest in public and active transport in the region where the charge applies.’

10. In November 2023, the Transport and Infrastructure Committee resolved for a joint AC / Auckland Transport (AT) team to “progress Time of Use Charging as soon as practicable” (resolution TICCC/2023/128) and to “report back on progress to the Transport and Infrastructure Committee on the planning and design of Time of Use Charging including the benefits and disbenefits on communities and wider issues of equity” (resolution TICCC/2023/129).

11. The programme targeted an indicative accelerated work programme with a goal to procure and start scheme implementation in 2025. This required enactment of enabling legislation in early 2025 with parallel planning and design of the Time of Use Charging scheme during 2024 to enable early procurement post-legislation enactment.

12. In June 2024, the AT Board and Transport and Infrastructure Committee endorsed the scheme goal of congestion reduction and noted that three options will be taken forward for further analysis: city centre cordon, strategic corridors in the inner isthmus, and highly congested locations on motorways and/or arterials.

13. Government has signalled support for an Auckland Time of Use Charging scheme through the Government Policy Statement on Land Transport. A July 2024 Cabinet paper and August 2024 announcement identified an expectation to release draft legislation in 2024 with a Select Committee process and enactment in 2025. The Cabinet paper states that “local authorities can initiate a time of use charging scheme”.

Tātaritanga me ngā tohutohu

Analysis and advice

14. The next stage of planning and design of Time of Use Charging is nearing completion and will be presented to the Transport, Resilience and Infrastructure Committee in early 2025. This is subject to the timing of release of draft legislation and the timing of the subsequent Select Committee process to consider the draft legislation.

15. Government has indicated that enabling legislation for Time of Use Charging scheme(s) will be released in late 2024, with the Select Committee process to consider legislation starting in early 2025, and possible legislation enactment later in 2025.

16. The planning and design work will provide advice on guiding principles for an Auckland Time of Use Charging scheme, to inform and provide evidence for the AC Group submission to the Select Committee. This includes further analysis of scheme options, including to understand the benefits and disbenefits of scheme options and policy settings. Early engagement with partners and key stakeholders has been undertaken and a second citizens panel undertaken.

17. The forward work programme beyond the Select Committee process is subject to legislation enactment timing. The programme will report back with further details as they are defined.

18. The Government has indicated that a co-design of the scheme is likely to be required with NZTA post legislation enactment, leading to public consultation of the scheme and an application to Government for scheme approval, prior to scheme procurement and implementation.

19. Preferred scheme design options will be developed and reported through the co-design with NZTA.

20. The programme had targeted an indicative accelerated work programme with a goal to procure and start scheme implementation in 2025. This required the enactment of enabling legislation in early 2025 with parallel planning and design of the scheme during 2024 to enable early procurement post-legislation enactment.

21. While this accelerated timeline is no longer feasible, it is recommended that the programme target commencement of the required co-design with NZTA as early as possible in 2025.

Tauākī whakaaweawe āhuarangi

Climate impact statement

22. An emissions reduction benefit is expected through the introduction of a Time of Use Charging scheme. Work undertaken on Time of Use Charging during The Congestion Question (2020) showed that implementing such schemes would make a positive contribution to reducing transport emissions in Auckland. This will be assessed in the scheme design process.

Ngā whakaaweawe me ngā tirohanga a te rōpū Kaunihera

Council group impacts and views

23. The Transport and Infrastructure Committee provided endorsement for programme formation in November 2023.

24. The Office of the Mayor has and will continue to be consulted regularly.

25. The Political Reference Group continues to be engaged regularly.

26. Auckland Council has staff representatives in the programme team and on the Programme Control Group.

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

Local impacts and local board views

27. Local boards have been engaged twice during the further planning and design work, including formal feedback submission in October 2024. Their views will be summarised in the report back on planning and design in early 2025.

Tauākī whakaaweawe Māori

Māori impact statement

28. The changes to the timeline proposed in this paper will not have any specific impact on Māori. However, any future time of use scheme will impact Māori users who would be charged under the options being considered.

29. Further assessment is planned to better understand how time of use schemes will affect Māori, particularly through the development of a Māori Impact Assessment.

30. Early and ongoing engagement has been undertaken with mana whenua at two series of AT hui to inform our assessment and approach to the Select Committee submission. Engagement will continue throughout scheme development. In addition to mana whenua engagement, a mātāwaka engagement strategy is being developed with the AT Māori Engagement Team for the next stage of scheme development.

31. Houkura Independent Māori Statutory Board has representation on the Political Reference Group and has resolved on a position paper. This position paper will be considered in the policies and planning for next stages of the project.

Ngā ritenga ā-pūtea

Financial implications

32. The investigation phase is currently funded from AT operating budget.

33. The Regional Land Transport Programme FY25 allocated $4.4 million capital funding, however given the change in programme timeline, this funding has been deferred. Capital funding is targeted during business case development and co-design engagement with NZTA.

34. The programme has reduced costs and resourcing while maintaining a minimum viable team to continue key activities, including policy, planning and design development in preparation of the Select Committee submission, and ongoing engagement with partners and key stakeholders when appropriate.

Ngā raru tūpono me ngā whakamaurutanga

Risks and mitigations

35. The timing for an Auckland Time of Use Charging scheme is dependent on the timing of enabling legislation enactment and post-enactment required process.

36. The Auckland Time of Use Charging scheme design and achievable outcomes is dependent on the requirements of enabling legislation and any wider Government policy settings and NZTA national requirements.

37. The planning and design work underway by the AC / AT programme is important as it will provide advice on guiding principles for the Auckland scheme. This will inform and provide evidence for the AC Group submission to the Select Committee on any variances created by the proposed legislation.

Ngā koringa ā-muri

Next steps

38. The programme will report to the Transport, Resilience and Infrastructure Committee on the guiding principles and settings of a successful Time of Use Charging scheme in Auckland and seek endorsement for an AC Group Select Committee submission on enabling legislation (subject to confirmed Select Committee and timing) in early 2025.

Ngā tāpirihanga

Attachments

No.	Title	Page
a ⇨	Time of Use Charging Programme Update - Presentation

Ngā kaihaina

Signatories

Authors

Graeme Gunthorp - Programme Director, Strategic Programmes (AT)

Hamish Bunn - Group Manager, Transport System Strategy & Policy (AT)

Michael Roth - Lead Transport Advisor

Authorisers

Dean Kimpton - Chief Executive (AT)

Megan Tyler - Director Policy, Planning and Governance

Barry Potter - Director Resilience and Infrastructure

Transport, Resilience and Infrastructure Committee

05 December 2024

Preparing for City Rail Link - Rail Network Rebuild

File No.: CP2024/19097

Te take mō te pūrongo

Purpose of the report

1. To update the committee on the KiwiRail Rail Network Rebuild (RNR) programme for 2025, and early 2026.

2. To highlight our initial RNR response programme, present emerging risks and our proposed response to them.

Whakarāpopototanga matua

Executive summary

3. Getting ready to open City Rail Link (CRL) to passengers in 2026 requires a complete upgrade of Auckland’s rail network, in addition to fitting out new stations, expanding the train fleet, and integrating, testing and commissioning of new systems.

4. It is important that KiwiRail rebuild aging foundations and renew old assets that slow down trains so that we can get the most benefits from these significant investments. The rebuild and renewal over the next 14 months is the final stage of the overall RNR work programme.

5. There is now a short time frame to deliver the necessary work to be ready in time for CRL opening. The detailed programming ensures disruption is minimised, but it does mean some changes to passenger and freight services because trains can’t run on the network when some of this work is being carried out.

6. It’s vital to get the most out of this time, with 24-7 working wherever possible. Ultimately RNR will enable more efficient and faster train services.

7. Customer engagement on the disruption RNR works will continue throughout 2025.

Ngā tūtohunga

Recommendation/s

That the Transport, Resilience and Infrastructure Committee:

a) tuhi ā-taipitopito / note the KiwiRail Rail Network Rebuild programme for 2025, and early 2026.

b) tuhi ā-taipitopito / note the development of Auckland Transport’s response programme to manage customer and freight operations.

Horopaki

Context

8. The next 14-months is a continuation of the KiwiRail RNR programme that commenced in January 2023, aimed at upgrading Auckland’s rail network in preparation for the opening of the CRL in 2026. CRL is an essential component of our future public transport network, increasing service options across the rail network.

9. In addition to the RNR upgrade, the following work is also happening to support future growth:

· Three major New Zealand Upgrade Programme (NZUP) funded improvement projects by KiwiRail, including; Wiri to Quay Park Third Main, electrification of the Papakura to Pukekohe railway line and development of three new Railway Stations in Drury.

· Auckland Transport (AT) is removing seven level crossings, adding 23 new trains to our fleet, and new train stabling facilities.

10. The overall success of these programmes is dependent on rail improvements and infrastructure renewals across the network. Improving the standard of the network is crucial to realise the increased service frequency and passenger growth benefits that will come with CRL.

11. Once complete, the upgrade works and RNR programme, will allow more frequent services and faster journeys, ultimately enabling a modern and reliable rail network for Auckland.

Tātaritanga me ngā tohutohu

Analysis and advice

Programme timeframes

12. Christmas 2024 works includes a full rail network closure between 27 December 2024 to 27 January 2025. Parts of the network will be reopened on 28 January 2025, including the Western and Onehunga lines.

13. There will be an additional week of service changes for the Southern and Eastern lines south of Otahuhu where buses will replace trains.

14. Further closures will occur in 2025 during public and school holiday periods and some weekends, along with a full rail network closure between 26 December 2025 and 26 January 2026.

Passenger rail replacement options

15. Rail replacement bus services will operate throughout the closure, and existing urban bus routes will be bolstered in capacity and frequency.

16. Replacement services to Onehunga will use alternative routes to avoid congestion from freight trucks.

17. Starting 6 January 2025, express bus services will be available on the Western, Southern, and Eastern Lines, including a Puhinui express via Middlemore Hospital.

18. School bus services will be evaluated for demand and capacity. Express airport buses will run when trains can't serve Puhinui, ensuring connection to Auckland Airport.

KiwiRail freight replacements

19. The extended closure of the Auckland rail network in January 2025 will affect KiwiRail freight operations. Additional truck movement will be put in place to ensure continuity of freight to and from the Southdown Inland Port in Onehunga.

20. AT Customer & Network Operations is developing a response plan to support this operation, in conjunction with New Zealand Transport Agency Waka Kotahi (NZTA). This includes road traffic management where required on key routes including Onehunga, Wiri, Sylvia Park, and the State Highway 1 junction with Mt. Wellington Highway.

Customer and stakeholder engagement

21. AT and KiwiRail continue to work together with various partners on the upcoming programme, including customers, lineside neighbours, schools, colleges, hospitals, hospitality sector, event providers, elected members, local boards and the Minister of Transport.

22. A comprehensive customer communication plan has been developed that includes social media updates, website and journey planner information, and media advertising. See Attachment A for further information related to communications.

Special Events

23. Two special events (Auckland Football Club football matches) are planned at Go Media Stadium in January and are likely to require traffic mitigation measures.

24. Rail replacement bus services will be operational for Sail GP and Eden Park special events in January.

25. Auckland Transport Operations Centre (ATOC) will implement activate road corridor management to optimise replacement transport journey times.

Tauākī whakaaweawe āhuarangi

Climate impact statement

26. A deliverable of the RNR programme includes the installation of improved drainage systems, which will help manage stormwater more effectively and reduce the risk of flooding.

27. Wherever possible, electric buses will be used on key routes.

Ngā whakaaweawe me ngā tirohanga a te rōpū Kaunihera

Council group impacts and views

28. Watercare are being consulted to discuss any impacts of planned works in the road corridor where increased road freight movements will be operating.

29. Tātaki Auckland Unlimited to consider the impacts of the extended rail closure programme on events in the city throughout the Summer.

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

Local impacts and local board views

30. Briefings will be prepared for elected members including local boards in the affected areas in the lead up to key milestones.

Tauākī whakaaweawe Māori

Māori impact statement

31. 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.

32. 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.

33. We also recognise mataawaka and their representative bodies and our desire to foster a relationship with them.

Ngā ritenga ā-pūtea

Financial implications

34. The 2025 RNR programme is funded by the $159.2 million balance of the Rail Network Growth Impact Management Programme Cost Scope Adjustment (CSA), approved in the May 2024 Budget. Additional funding has also been confirmed to support completion of the backlog rail renewal programme ($48.8m).

35. KiwiRail has confirmed that the existing funding arrangement agreed between the RNR project will remain in place to reimburse replacement transport and response programme costs, including communications and marketing.

36. There is no cost recovery mechanism in the RNR programme. Impacts from patronage and revenue loss on operational targets have been considered.

Ngā raru tūpono me ngā whakamaurutanga

Risks and mitigations

37. Risk mitigation strategies for the RNR in 2025 have been developed, and include plans to minimise revenue and patronage loss, customer and stakeholder communications and engagement, and joint programme governance.

38. Active traffic signal monitoring and optimisation will be implemented for weeks 2, 3 and 4 of January as customers return from their summer vacations.

Ngā koringa ā-muri

Next steps

39. Auckland Transport will complete Traffic and Response Management Plans in preparation for the closures

40. Auckland Transport and KiwiRail will finalise customer communication on the closures and alternative transport options.

Ngā tāpirihanga

Attachments

No.	Title	Page
a ⇨	Preparing for City Rail Link - Presentation

Ngā kaihaina

Signatories

Authors

Jo Reeves - Communications Manager – Projects and Partnerships (Kiwirail)

Donald Green - Rail Infrastructure Development Director (AT)

Authorisers

Jon Knight - General Manager Metros (Kiwirail)

Dean Kimpton - Chief Executive (AT)

Barry Potter - Director Resilience and Infrastructure

Transport, Resilience and Infrastructure Committee

05 December 2024

Approval of Modifications to Auckland Transport's Statement of Intent 2024 - 2027

File No.: CP2024/18608

Te take mō te pūrongo

Purpose of the report

1. To approve modifications to Auckland Transport’s 2024-2027 Statement of Intent (SOI).

Whakarāpopototanga matua

Executive summary

2. The Governing Body, in approving Auckland Transport’s SOI in August, noted that if the funding decisions in the National Land Transport Plan (NLTP), which were not known at the time of finalisation, did not provide the anticipated funding, then Auckland Transport’s 2024-2027 SOI may require modification.

3. The NLTP was published in September 2024. Auckland’s allocation is around $564 million less than the amount requested for the 2024-2027 period.

4. AT staff have since worked with Council staff to develop an agreed investment plan and budget. This was approved by the Governing Body and AT’s board in October 2024. The Governing Body also requested AT to modify the SOI in response, under section 6, schedule 8 of the Local Government Act 2002.

5. The AT Board have approved changes to the AT SOI and have submitted the modified SOI to Council for approval (Attachment A). The changes in investment and programme have resulted in changes to the capital programme, financial tables and revised performance targets. The modifications are summarised in this report.

6. The Rail Network Rebuild programme has also been confirmed since AT’s SOI was adopted. The programme aims to bring Auckland’s rail network up to a standard that will support the City Rail Link when it opens. To achieve this, parts of the rail network will be closed over the next 18 months. This disruption will impact on both passenger and freight customers. AT have revised down their patronage targets by 1.7 million, as a result of these works. Auckland Council staff question the extent of this reduction and recommend further advice is sought on this reduction.

Ngā tūtohunga

Recommendation/s

That the Transport, Resilience and Infrastructure Committee:

a) tuhi ā-taipitopito / note Auckland Transport have reduced their public transport boarding target in 2024-2025 by 1.7 million due to KiwiRail’s Rail Network Rebuild programme, which estimates an additional 19 days of rail closures in quarters 3 and 4, with 6 contingency days.

b) tuhi ā-taipitopito / note that staff advise that this proposed reduction is higher than expected, given the closures are primarily scheduled for holiday weekends, school holidays and weekends.

c) whakaae / approve Auckland Transport’s modified Statement of Intent 2024-2027, except for the passenger transport boarding target.

d) tono / request Auckland Transport and Auckland Council staff work together to agree a new passenger transport boarding target and report this to the February 2025 Transport, Resilience and Infrastructure Committee.

Horopaki

Context

7. The SOI is the document which council uses to hold Auckland Transport (AT) accountable to its performance expectations. The relevant legislation is the Local Government Act 2002 (LGA) and Local Government (Auckland Council) Act 2009.

8. Auckland Transport SOI was approved in August 2024 by the Governing Body and aligned with council’s Long-term Plan 2024-34 [GB/2024/121]. The Long-term Plan made assumptions around the level of central government transport funding that might be included in the NLTP, which had not yet been approved at that time. The Governing Body report noted that the SOI was reliant on the finalisation of the NLTP and may need to be modified if the anticipated funding was not achieved.

9. The NLTP was published in September 2024. Auckland’s allocation from the National Land Transport Fund is around $564 million less than the amount requested for the three-year period 2024-2027.

10. On 3 October 2024, AT and council staff presented to a joint Governing Body / Transport, Resilience Infrastructure Committee workshop the implications of the NLTP funding decision, and the options available to council.

11. At the 24 October 2024 Governing Body meeting, the Governing Body agreed [GB/2024/150] that Auckland Transport’s capital programme for the financial years 2024/2025 to 2026/2-27 be updated to reflect option 4c, as set out in that report’s Attachment A. This proposed to fund essential and high priority projects, and reflected a balanced approach to increased renewals and smaller projects.

12. The process for modification of an SOI is set out in Schedule 7 of the Local Government Act 2002, where the shareholder may, by resolution, require the board to modify the statement of intent. In October 2024, the Governing Body resolved [GB/2024/150]:

e) tono / request Auckland Transport to modify the 2024-2027 Statement of Intent to reflect:

i) the updated capital and operating programmes referred to in clauses a) and b) above

ii) impacts of changes (if any) to Statement of Intent performance targets in 2024/2025.

f) tono / require Auckland Transport to report on progress for full funded local share projects in the Auckland Transport quarterly report to Auckland Council.

Tātaritanga me ngā tohutohu

Analysis and advice

Summary of key changes to AT’s SOI as a result of reduced funding

13. The key changes to AT’s SOI reflect the decisions made by the Governing Body in October, and include:

· the reasons for modifications to the SOI (introduction section)

· updates to align the capital programme (section 2.6) for 2024/2025 and 2026/2027 with approved budgets

· updates to the financial statements (section 2.7) with the confirmed funding and anticipate expenditure

· a note to actual deaths and serious injuries in 2023/2024 being higher (an increase of 8) than previously reported, but no change to the target

· a commitment to report on projects entirely funded by council, as requested by the Governing Body (section 2.6)

· removing an activity in section 2.3 ‘Taking public transport from good to great’ (first and last leg improvements to public transport stations) from the SOI as this was not approved for NLTP funding. While work will progress, it will be limited to investigation and design, and delivery of low-cost low-risk works.

KiwiRail’s Rail Network Rebuild Programme (RNR)

14. The Minister of Transport and Acting Mayor announced on 8 November 2024 additional investment to support essential upgrades and maintenance by KiwiRail in preparation for City Rail Link opening in 2026.

15. The work programme for next year has been designed to condense network disruption into shorter, more intensive closures, leaving it fully operational for longer and at the busier times. For example, the network will be fully operational for more weekends next year, compared to 2024 and there is a focus on keeping trains running for special events. For the remaining seven months of this financial year, the closures will focus on extending the three-week closures at Christmas to four weeks, and extended rail closures over the Easter, Matariki and the King’s Birthday weekends.

16. AT and KiwiRail had planned for 25 days of closures. The latest estimate of Rail Network Rebuild programme closures (subject of a separate presentation to this Committee) extends the planned closures by an additional 33 days of full closures, 11 days of partial closures, and 1 day for contingency (through to 30 June 2025). Auckland Council staff agree that there will be a reduction in patronage and AT’s estimate for the full year is appropriate. However, the SOI key performance measure and target is for the period through to June 30 2025. Internal estimates are that the reduction in rail boardings, will be in the order of just over half of AT’s proposed target reduction. Staff recommend that the Committee does not accept this revised target and asks AT and Council staff to work together to agree an appropriate target and to bring this back to the February 2025 committee meeting.

17. There have been no changes to the freight measure. KiwiRail in outlining their Rail Network Rebuild programme have indicated that there will be an adverse impact on freight customers both on the rail network and as a result of displaced freight on the roading network. This may become evident in AT’s quarterly reporting.

Proposed changes to the AT’s performance targets

18. The reduced funding also impacts on the targets for the 2024/25 financial year. The targets that are proposed to be revised are noted in the table below.

	Current SOI	Modified SOI	Rationale	Council staff comment
Public transport boardings	95.9 million	94.1 million	Reduction reflects the rail closures, and expected reduction in rail patronage by 1.7m. It factors in any shift to rail bus replacement	Note this is as a result of KiwiRail’s rail network rebuild programme. Council staff’s view is that the expected reduction should be half of what AT are assuming.
Farebox recovery ratio	35%	34%	Reduction is the result of the reduced patronage forecast.	Refer to comments above.
Key assets in a moderate or better condition	85%	83%	Reflects 8% reduction in budget and rephasing of the 2024/25 work programme. Reduction in budget is for Renewals – Structures, and Renewals – Public Transport.	This reduction is expected.
Percentage of capital budget invested	90%	85%	Reflects reduced budget and a slower start to the year’s capital delivery due to funding uncertainty which prevented contracts being awarded (Q1 capital delivery was 77% of forecast).	Reduction is expected, but we would encourage AT to explore all avenues to deliver their capital programme on time.

Tauākī whakaaweawe āhuarangi

Climate impact statement

19. The October 2024 Governing Body report highlighted the implications of the reduced funding on the programme and climate impacts. Relative to the original SOI, the outcomes are worse because they reduce the rate of delivery of public transport, active mode infrastructure and low-emission infrastructure.

20. The Climate Action Transport Targeted Rate has been halved over the next three years.

Ngā whakaaweawe me ngā tirohanga a te rōpū Kaunihera

Council group impacts and views

21. AT’s modified SOI reflects group decisions.

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

Local impacts and local board views

22. The local board capital fund is 91 per cent funded. Some projects, like the Hill Street intersection improvement and planned cycleway projects, have been stopped or reduced in scope, impacting specific local board areas.

Tauākī whakaaweawe Māori

Māori impact statement

23. The reduced funding envelope impacts on road safety and bus infrastructure. As noted in the October 2025 Governing Body report. his will negatively affect kaitiakitanga because initiatives to rebalance Auckland’s transport mode share in favour of public and active modes are reduced in scope and scale, thus stymying efforts to improve the environment and reduce air and water pollution.

24. Similarly, the reduction in funding for Te Ara Haepapa Māori Road Safety programmes will worsen road safety outcomes.

25. The fully Auckland Council-funded $4.4 million Papakāinga and Marae Access Programme is sustained.

Ngā ritenga ā-pūtea

Financial implications

26. There are no financial implications in approving Auckland Transport’s SOI.

Ngā raru tūpono me ngā whakamaurutanga

Risks and mitigations

27. There are no risks in approving Auckland Transport’s SOI.

Ngā koringa ā-muri

Next steps

28. AT will report on their quarter two performance to the March 2025 Transport, Resilience and Infrastructure Committee.

Ngā tāpirihanga

Attachments

No.	Title	Page
a ⇨	Auckland Transport Statement of Intent 2024-2027 November update

Ngā kaihaina

Signatories

Author

Claire Gomas - Principal Advisor

Authorisers

Alastair Cameron - Manager CCO/External Partnerships team

Barry Potter - Director Resilience and Infrastructure

No.	Title	Page
a ⇨	Auckland Transport Update December 2024 - Presentation

Transport, Resilience and Infrastructure Committee

05 December 2024

Auckland Transport Landslide Framework

File No.: CP2024/19098

Te take mō te pūrongo

Purpose of the report

1. To inform the Transport, Resilience and Infrastructure Committee of the landslide framework and Geographic Information System (GIS) layer developed by Auckland Transport (AT) to support network and community resilience.

Whakarāpopototanga matua

Executive summary

2. AT has developed a landslide susceptibility framework and GIS layer to understand the risk of landslides on the road network across the Auckland region. The framework utilised artificial intelligence (AI) and is the first of its kind in New Zealand.

3. AT will use this GIS layer to plan improvements to the road network to reduce landslide risk and inform future work programmes.

4. This GIS layer, once complete, will support conversations with and collaboration between AT, the Council Group, our partners and the community. Meaning we can better plan for the impact of climate change hazards and improve resilience of our Auckland communities.

Ngā tūtohunga

Recommendation/s

That the Transport, Resilience and Infrastructure Committee:

a) whiwhi / receive the Auckland Transport report on the landslide framework, and work with staff from Auckland Council and Watercare to investigate application opportunities.

Horopaki

Context

5. Auckland experienced over 2000 landslides on the road network alone in early 2023. The volume of recent and detailed information on landslides created a unique opportunity for AT to understand landslide triggers.

6. To better support our local communities and inform longer-term planning for the resilience of the road network, AT developed a risk susceptibility framework and GIS layer. Upon completion of the development work, the risk framework will inform AT asset management and forward works programmes to improve network and operational resilience.

7. This work gives effect to the AT Sustainability Strategy, Auckland Climate Plan and intersects with emergency management, network utilities and broader Council workstreams.

Tātaritanga me ngā tohutohu

Analysis and advice

8. The rich data collated through the response and recovery work associated with the Anniversary weekend and Cyclone Gabrielle storm events enabled AT to create a landslide susceptibility framework. The framework was tested and refined using the 2,000 slide locations.

9. The almost 8,000km of road in the Auckland region was then divided into 12.5m sections and the framework applied to each section. The substantial computational requirement was undertaken using AI. The AI process assessed over 11 million data points and created a risk profile for each 12.5m section of road.

10. The risk profile for each transect was converted to a GIS layer and coloured to reflect the relative susceptibility to landslide. The layer enables interrogation of the risk factors such as slope, overland flow and geological features.

11. Completion of the work will involve embedding the GIS layer into AT systems, testing the predicted risk factors at priority locations and connecting the layer with the forward works programmes. AT proposes to use the GIS layer to identify locations on the road network most susceptible to landslide with risk attributes that may be addressed through improvement works, such as drainage flow paths or vegetation. This would support AT to improve the network resilience before another significant storm event.

12. The work provides a unique opportunity to collaborate with both the Auckland Council Group staff/teams, partners, network utility providers and communities. Future work proposes to connect it to live meteorological information to support Auckland Emergency Management warnings and council resilience planning, to inform local communities of long-term adaptative responses to climate change. This is of particular importance where landslide risk includes intersection with geological fault lines and improvement works are less viable or very expensive.

Tauākī whakaaweawe āhuarangi

Climate impact statement

13. The GIS layer and framework supports AT and the wider Council Group to have informed conversations about the predicted impacts of climate change hazards with Auckland communities, thereby increasing the resilience of our infrastructure and communities.

Ngā whakaaweawe me ngā tirohanga a te rōpū Kaunihera

Council group impacts and views

14. Auckland Council representatives from coastal and recovery teams, and emergency management have seen an overview of the work. Further engagement will occur as the final framework and GIS layer is completed.

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

Local impacts and local board views

15. Once complete the framework will inform adaptation work and discussions with local boards.

Tauākī whakaaweawe Māori

Māori impact statement

16. Mana whenua will be informed of the work once the framework and GIS layers are complete.

Ngā ritenga ā-pūtea

Financial implications

17. The landslide risk framework and GIS layer supports financial planning and forward works to improve the resilience of the road network.

Ngā koringa ā-muri

Next steps

18. Completion of the GIS layer and collaboration with the wider Council Group and external parties.

Ngā tāpirihanga

Attachments

No.	Title	Page
a ⇨	Landslide Framework - Presentation

Ngā kaihaina

Signatories

Author

Dr Cathy Bebelman, Chief Scientist (AT)

Authorisers

Dean Kimpton, Chief Executive (AT)

Barry Potter - Director Resilience and Infrastructure

Transport, Resilience and Infrastructure Committee

05 December 2024

Storm Recovery: Categorisation reforecast and financial impact

File No.: CP2024/17599

Te take mō te pūrongo

Purpose of the report

1. To present revised forecasts for the number of Category 3 properties eligible for voluntary buy-out and seek approval in principle for proposed changes to the North Island Weather Events (2023) - Auckland Crown Funding Agreement, subject to final forecasts, Crown approval and Annual Plan decisions.

Whakarāpopototanga matua

Executive summary

2. The North Island Weather Events (2023) – Auckland Crown Funding Agreement (‘the Funding Agreement’) is supporting Auckland Council to remove people from situations of intolerable risk to life. The funding package was agreed in October 2023 as a one-off, limited response to the exceptional circumstances of the severe weather events. The costs are shared between the Crown and the council, with the Crown contributing $1.076 billion of Government funding, including $387 million for Category 3 buy-outs and $380 million for Category 2 risk mitigation projects, and the balance for transport network repairs and resilience. This is a substantial investment in Auckland’s recovery and resilience.

3. As noted in the 6 October 2023 report to Governing Body, high levels of uncertainty about the number of impacted properties and the short timeframe to negotiate the Crown offer made it difficult to estimate the scale of the impact and total cost of the scheme. There was an identified risk that the funding package would not be adequate to support recovery from the weather events. The Council developed, considered and adopted policy settings for the Voluntary Buy-out Support Scheme, following seeking the views and preferences of the community through public consultation. The Council’s overarching policy objective for the scheme is to ‘support Aucklanders to voluntarily relocate from residential housing situations on properties that pose an intolerable risk to their lives.’

4. Staff have run regular forecasts to identify funding impacts. The allocation of budgets within the Funding Agreement has been revised once already to reflect our improved understanding of recovery requirements, shifting funding to enable faster resolution for at least 200 impacted homeowners through Category 3 buy-outs (rather than remaining at risk until Category 2C projects are delivered in their areas).

5. With registrations to the scheme now closed, we have a better view of the likely demand for Category 3 buy-outs with over 3,500 opting into the scheme. Revised categorisation forecasts indicate that we can expect to identify in the range of 1205 – 1264 Category 3 properties with intolerable risk to life, which will be eligible for a voluntary buy-out offer. Further work is progressing on categorisation and refining the flood modelling, at a property level in impacted locations, resulting in more confidence in the forecast numbers by early 2025.

6. The Funding Agreement currently provides for 900 Category 3 properties. Based on current forecasts, the increase will have the effect of increasing the total cost of Category 3 buy-outs by up to $387.6 million. We will need to seek government approval to revise the budgets in the Funding Agreement to align with community needs, and to maximise the benefits to Auckland from this one-off Funding Agreement. A summary of the current categorisation forecasts and projected impacts is provided at Attachment A and projected financial impacts for the council at Attachment B.

7. The Cyclone Recovery Unit (Crown) has requested that Auckland Council provide an updated forecast and total estimated costs for Category 3 buy-outs and Category 2P grants to enable the Crown to agree changes to the Funding Agreement, and that this information be provided by early 2025 at the latest, to enable Ministers’ decisions in February. Changes will require approval from the delegated Ministers – the Minister for Emergency Management and Recovery and the Minister of Finance. Supporting analysis for risk mitigation projects that will be co-funded also needs to be provided. Securing approval as soon as possible will enable the scheme to progress with certainty to ‘support Aucklanders to voluntarily relocate from residential housing situations on properties that pose an intolerable risk to their lives.’

8. Provision was made in the Funding Agreement to re-enter negotiations with the Crown in good faith, should the agreed amount for Category 3 buy-outs be exceeded, however the new government has since communicated that there will be no additional funding beyond the agreed totals. With the latest forecasts significantly higher than the funded 900 Category 3 properties, it may be an appropriate time to seek to re-open discussions with the Crown. Should this be unsuccessful, most of the projected funding shortfall for Category 3 could be met through reallocation of funds within the Funding Agreement to achieve the scheme’s intent. Either option would require Crown agreement.

9. Reallocating funds within the Funding Agreement would have impacts on the Category 3 voluntary buy-out, the Category 2C risk mitigation programme, and council capital funding requirements. This paper outlines the range of potential impacts and offers recommendations to maximise the benefits of the Funding Agreement.

10. Given the high number of registrations into the risk assessment scheme (30 September 2024 closure), it is a priority to secure sufficient funding for Category 3 voluntary buy-outs to remove people from situations of intolerable risk to life. Category 2C risk mitigation projects, while offering significant benefits to communities, will take longer to deliver. Although community expectations are high, there is more scope for delaying investment compared to the Category 3 buy-outs.

11. In the event that the Crown does not agree to changes to the total or proportionality of its contribution to the Funding Agreement, and subject to council approval, the Recovery Office will ask the Crown to agree to move up to around $200 million of Crown Funding from the Category 2 risk mitigation fund to the Category 3 voluntary buy-out fund. It is proposed that the final figure for this request be confirmed under delegation once further categorisation work has been completed.

12. To secure the Crown’s agreement to reallocate funds, the council will need to commit to shifting its share of funding to match the Crown’s contribution to Category 3 buy-outs. Because the funding split is different for Category 3 (50:50) and Category 2C (62:38), on current numbers this would entail:

· moving all of the remaining council funding allocated for Category 2C ($159.7m) forward into FY25 and FY26 (from FY25 – 34) and into the Category 3 funding allocation,

· finding up to an additional $35m to make up the balance required for Category 3 purchases, and

· allowing for costs to administer the additional properties purchased, such as house removal and consequential operational maintenance.

13. At the highest current forecast, the Category 3 voluntary buy-out scheme will result in the council purchasing up to 1264 sites at a cost of around $1.28 billion. Fifty per cent of this cost is being met by the Crown, so the purchase cost to the council is around $642 million. While much of the land was severely impacted by the 2023 North Island Weather Events, there will be scope to safely redevelop some of the properties and recover some of the costs.

14. Shifting Crown funding for the additional Category 3 properties from the Category 2C risk mitigation portion of the Funding Agreement will leave between $66.5m and $97m Crown funding for blue-green network projects (flood resilience) beyond the Māngere projects (already-committed). However, with no council match funding (at 38%), this Crown funding will become inaccessible, and risks being lost.

15. If the council chooses to maximise access to this funding, an additional $40.8m to $59.4m will need to be found in future years, starting FY27. If this is agreed, the council will be able to proceed with projects valued between $107.3m and $156.4m, for 38 per cent of the capital cost. This is a potential opportunity to inject Crown funding into necessary flood risk mitigation works for Auckland. Without the Crown funding, the works would still need to be done over time, with the council covering the full costs. Any commitment of Crown funding would require Crown approval of a business case that demonstrates a compelling case. The 62% funding share is not guaranteed as it depends on the cost of the investment required to achieve the intended benefits and the remaining funding available.

16. The original Funding Agreement identified twelve potential blue-green network focus areas that could form part of the Category 2C programme. Feasibility work has progressed for all these options, so there is a clearer understanding of costs, benefits and relative priority for each. With the necessary reallocation of funding to Category 3, we need to confirm the plan for risk mitigation projects, identifying highest priority projects to proceed with co-funding and the overall timing and capital funding commitments for the programme. The implications of reduced funding for the blue-green network programme will be presented to the Transport, Resilience and Infrastructure Committee in February 2025.

Ngā tūtohunga

Recommendation/s

That the Transport, Resilience and Infrastructure Committee:

a) tuhi ā-taipitopito / note that based on the latest forecasts, the number of Category 3 properties eligible for the Voluntary Buy-out Support Scheme has increased from 900 to between 1205 and 1264, increasing the estimated total cost of Category 3 buy-outs by up to an estimated $387.6 million (shared 50:50 with the Crown).

b) tuhi ā-taipitopito / note that updated forecasts will be prepared once further categorisation work has been completed by early 2025.

c) ohia / endorse, in principle, a request to the Crown to consider further funding for Category 3 buy-outs, in accordance with section 6.1b of the Auckland Crown Funding Agreement, or to consider other amendments to the Agreement to enable Auckland Council to access the full allocation of Crown funding without requiring the council to incur further debt or cost to ratepayers.

d) ohia / endorse, in principle, if the request above is not successful, a request to the Crown to move up to around $200 million of Crown funding from the allocation for Category 2 risk mitigation projects to the allocation for Category 3 voluntary buy-outs (with this maximum figure to be confirmed under delegation by early 2025), to fund the Crown’s share of the additional expected Category 3 buy-out costs.

e) ohia / endorse, in principle, providing for the council’s share of the additional Category 3 buy-out costs in FY25 and FY26, noting that this is expected to:

i) Utilise all of the remaining Category 2 council funding allocated under the Auckland Crown Funding Agreement for the ‘Tranche 2’ risk mitigation programme

ii) Require additional council borrowing as the risk mitigation budget was phased across 10 years in the long-term plan

iii) Require additional investment of up to $35m for Category 3 buy-outs,

iv) Drive other additional costs in terms of house removal costs, ongoing maintenance, and interest.

f) whakaae / agree to delegate to the Chief Executive and the Storm Recovery Political Advisory Group approval of the final details of the request to central government based on the latest forecasts.

g) tuhi ā-taipitopito / note that the risk of impact to the Annual Plan 2025/2026 has been highlighted through staff advice and the Mayoral Proposal and that updated forecasts will inform final budget decisions.

h) tuhi ā-taipitopito / note that, as a consequence, depending on the volume of additional Category 3 properties purchased, Crown funding available for Category 2 risk mitigation projects (Tranche 2) is expected to decrease to between $66.5m and $97m, and that, under the current Funding Agreement terms, this funding can only be accessed if the council invests (or reprioritises) an additional $40.8m to $59.4m (reflecting the 62:38 Crown/council cost share arrangement for this allocation), noting that the 62% share is not guaranteed as it depends on the total investment required and the remaining funds available.

i) ohia / endorse, in principle, agreeing to make additional capital funding commitments to access the remaining Crown funding for Tranche 2 flood risk mitigation projects, starting in FY27, and that this funding should be offset by reprioritisation of other Healthy Waters capex and/or by revenue from the disposal of Category 3 land with this funding mix to be confirmed through future annual and long-term plan processes.

j) tuhi ā-taipitopito / note that the scope of the co-funded Tranche 2 flood risk mitigation programme will need to be reduced to make optimal use of the available funding, while ensuring that the projects still deliver the required benefits. The proposed additional category buyouts will also provide benefits to flood risk mitigation locations, in themselves, and provide land required for any future physical works.

k) tono / request staff to identify opportunities for future revenue from the disposal of Category 3 land in the future land use programme.

Horopaki

Context

The Auckland Crown Funding Agreement is supporting Auckland Council to remove people from intolerable risk to life

17. The North Island Weather Events (2023) – Auckland Crown Funding Agreement (‘the Funding Agreement’) is supporting Auckland Council to respond to the devastating effects of the storms, and remove people from situations of intolerable risk to life. The funding package was agreed in October 2023 as a one-off, limited response to the exceptional circumstances of the severe weather events. The costs are shared between the Crown and the council, with the Crown contributing $1.076 billion of Government funding, including $387 million for Category 3 buy-outs and $380 million for Category 2 risk mitigation projects, and the balance for transport network repairs and resilience. This is a substantial investment in Auckland’s recovery and resilience.

18. As noted in the 6 October 2023 report to Governing Body, high levels of uncertainty about the number of impacted properties and the short timeframe to negotiate the Crown offer made it difficult to estimate the total cost of the scheme. There was an identified risk that the funding package would not be adequate to support recovery from the weather events.

19. Auckland Council has proceeded to implement the terms of the Funding Agreement, establishing the Category 3 Voluntary Buy-out Support Scheme and the Category 2P Grants Scheme to support homeowners to remove themselves from situations of intolerable risk to life – either by exiting the property, or where feasible by implementing on-site risk mitigations such as lifting floor levels or constructing retaining walls. The first Category 2C projects have been agreed for Māngere, and an Order in Council has been secured to speed up the necessary consenting process.

20. The allocation of budgets in the Funding Agreement has been revised once already to reflect our improved understanding of recovery requirements, shifting funding to enable faster resolution for around 200 impacted homeowners through Category 3 buy-outs, rather than waiting for Category 2C projects to be delivered in their areas.

As scheme registrations closed, more people chose to opt in

21. The homeowner registration process closed on 30 September 2024. Two final outreach campaigns in the closing weeks contributed to an additional 215 registrations from some of the most severely impacted areas.

22. The total number of properties registered for a risk assessment is 3518 (up from our May 2024 estimate of 3150 properties). Seventy-five per cent of assessments are complete, with 921 properties assessed as Category 3 and 113 as Category 2P, as of 20 November 2024.

23. With the threshold for property purchase set at ‘intolerable risk to life’ these are many of the most extreme examples of risk in the region. The increase in Category 3’s means we will be able to resolve intolerable risks to a higher number of Aucklanders, removing hazardous properties from the market, and reducing the likely harm from future storm events. Crown funding is meeting 50 per cent of the purchase cost for these properties.

24. We are aware that many owners of severely impacted homes chose not to register for the voluntary scheme, preferring to make their own repairs, sell their property on the open market (thus transferring the risk to others), or otherwise hoping for the best. These properties are likely to remain vulnerable to future storm events and are also at risk of insurance and lending retreat.

We can now be more confident in our forecasts

25. Forecasts for the number of likely Category 3 properties have been developed and revised throughout the negotiation, agreement and implementation of the Funding Agreement, with the express understanding that the forecasts were derived from the best available information at the time, and highly likely to change.

26. The forecasts have relied on imperfect information on at least three factors:

a) the impact of the storms at a site-specific level,

b) the number of properties left with an intolerable risk to life, and

c) the ‘human behaviour’ element – the number of homeowners who are willing to participate in the scheme.^{^[1]}

27. As the scheme has progressed, we have improved our information on all three factors:

a) Around 7,000 dwellings were seriously impacted by the storms, based on modelling and the number of Rapid Building Assessments issued.

b) 3,518 properties have been registered for a risk assessment (i.e, half of the impacted dwellings), with a progressive upswing in the rate of registrations in the last months.

c) 2,687 properties have been categorised, and 39% of those properties have been identified as having intolerable risk to life (927 Category 3, 115 Category 2P, 2 Category 2C, as of 25 November 2024).

28. 831 properties are yet to be categorised. Of these, over 600 have had a site assessment completed.

29. On this basis, we have updated our forecasts and developed three scenarios:

a) Low (1205 Category 3) – this scenario reflects the forecast category for properties that have had a site assessment completed and assumes the proportion of total Category 3 properties will remain consistent with actual results to date.

b) Mid (1230 Category 3)

c) High (1264 Category 3) – this scenario reflects the forecast category for properties that have had a site assessment completed and assumes a higher risk profile for the remaining properties.

30. The Mid scenario is considered the most likely. Under this scenario we expect 1230 Category 3 properties – an increase of around 330 since our last forecast. These figures accord with analysis from our flood and land instability modelling.^{^[2]} Further detail of the categorisation forecasts and impacts is provided at Attachment A. These scenarios will be reviewed again before the numbers are communicated with the Crown in early 2025 – further progress with categorisation by then will allow a narrower range of forecasts.

31. The forecast additional 330 Category 3 households represents around another 900 Aucklanders quickly removed from situations of intolerable risk.^{^[3]}

32. We also expect a slight reduction to 163 Category 2P properties (down from 175). This is largely due to geotechnical remediations proving to be much more expensive than initial assessments, meaning those cases exceed the grant limit of 25% of the property’s capital value.

33. Effectively, the increase in buy-outs will result in a stronger focus on ‘retreat’ than ‘resilience.’ Both are practical solutions to the immediate needs of impacted Aucklanders. The resilience of the city’s housing and infrastructure is an ongoing challenge that the council will need to continue to address through long-term plans and through advocacy to central government for clearer guidance on adaptation pathways.

Forecast average Category 3 buy-out price is now $1.015m

34. The average purchase price for modelling the total cost of the Category 3 buy-out programme is $1.015m. This is $22,000 higher than the initial estimate of $993,000 (based on the average CV across Auckland less insurance and owner contributions).

Tātaritanga me ngā tohutohu

Analysis and advice

Additional funding is required to fund Category 3 buy-outs

35. The forecast additional Category 3 properties increases the estimated total cost of the Category 3 voluntary buy-outs. Under current figures, the forecast range for the additional funding needed for Category 3 buy-out costs is between $328m and $388m (shared across Crown and council), however the final cost won’t be known until the end of the process.

36. The council share of the increased Category 3 purchase costs is between $164.7m and $194.4m million.

37. We note that the negotiated Auckland Crown Funding Agreement (s.6.1b) provides that, should the agreed amount for Category 3 buy-outs be exceeded, then ‘the Crown and the Recipient [Auckland Council] will negotiate in good faith as to whether to agree in writing an increase to the Recipient Cap [council’s contribution] and/or the Maximum Aggregate Amount [Crown’s contribution] for the Category 3 Voluntary Buy-outs’.

38. We also acknowledge Minister Mitchell’s letter of 17 May 2024, providing for a shift of funding between funding streams, ‘provided it fits within the overall funding envelope and no new funding is required’.

39. With the new forecasts significantly higher than the funded 900 Category 3 properties, it may be an appropriate time to seek to re-open discussions with the Crown. This negotiation could seek further funding for Category 3 buy-outs, in accordance with section 6.1b of the Auckland Crown Funding Agreement.

40. Should this request be unsuccessful, most of the funding shortfall for Category 3 could be met through reallocation of funds within the Funding Agreement. We would propose that further funding is reallocated from the Category 2 risk mitigation allocation to the Category 3 voluntary buy-out funding. Given the uncertainty around the final number of Category 3 properties, our preferred approach is to seek approval for up to around $200m of Crown funding for Category 2 to be redirected to the Category 3 funding allocation (thus providing for the high scenario). Updated forecasts will be prepared in early 2025.

Impacts on the Category 3 Voluntary Buy-out Support Scheme

41. Assuming no further Crown funding, transferring funding from the Category 2C allocation to Category 3 within the Funding Agreement would have the following projected impacts for Auckland Council:

· Enable purchase of 300 - 360 additional Category 3 properties

· Require Auckland Council to consider options for increasing the capital funding available to cover the full cost of its share of the Category 3 buy-outs and bring funding forward from later years in the Long-term Plan. Because the funding split is different for Category 3 (50:50) and Category 2C (62:38), on current numbers this would entail:

o moving all of the remaining council funding allocated for Category 2C ($159.7m) forward into FY25 and FY26 (from the FY25 – 34) and into the Category 3 funding allocation,

o finding up to an additional $35m in FY26 to make up the balance for Category 3 purchases, and

o allowing for costs to administer the additional properties purchased, such as house removal and consequential opex that sits outside the Funding Agreement.

· Reduce funding available for identified Category 2C risk mitigation projects (Tranche 2), discussed in the next section.

Making optimal use of remaining funds for Category 2C Risk Mitigation projects

42. Reallocating funding to support voluntary buy-outs will have a significant impact on the amount of funds remaining for community-scale risk mitigation projects. Depending on final property numbers, it will leave between $66.5m and $97m Crown funding for blue-green network projects beyond the Māngere projects (already-committed). Under the most likely scenario (1230 Category 3 properties), the total Crown funding remaining is $83.9 million.

43. However, assuming no change to the Crown’s position on the Funding Agreement, with no council match funding (at 38%), this funding will become inaccessible and risks being lost. If the council wants to maximise access to the Crown funding, an additional $40.8m to $59.4m of council funding would need to be committed for years beyond 2025/2026. If this is agreed, the council will be able to proceed with projects valued between $107.3m and $156.4m, for 38 per cent of the investment cost. This is an opportunity to inject Crown funding into necessary flood risk mitigation works for Auckland. Without the Crown funding, the works would still need to be done over time, with the council covering the full costs. Any commitment of Crown funding would require Crown approval of a business case that demonstrates a compelling case. The 62% funding share is not guaranteed as it depends on the cost of the investment required to achieve the intended benefits and the remaining funding available.

44. The original Funding Agreement identified twelve potential blue-green network focus areas that could form part of the Category 2C programme. Two of those projects have been fast-tracked to provide flood resilience in two areas of Māngere, with construction starting in early 2025. Feasibility work has progressed for all other options, so there is a clearer understanding of costs, benefits and relative priority for each. With the necessary reallocation of funding to Category 3, we need to identify the highest priority projects to proceed with Category 2C co-funding under the Funding Agreement. The implications of reduced funding for the blue-green network programme will be brought back to the Transport, Resilience and Infrastructure Committee in February 2025.

Tauākī whakaaweawe āhuarangi

Climate impact statement

45. Climate change is a key consideration for the Recovery Office. With the prospect of more frequent and severe weather events, the possibility of further events of the magnitude of the North Island Weather Events becomes more serious. The Governing Body agreed to the Crown offer of a buy-out scheme on the basis that this is a one-off, limited response to the exceptional circumstances of the severe weather events.

46. Purchasing up to 1264 properties in situations of intolerable risk to life will help the region be better prepared for future severe weather events – removing around 3400 people from immediate hazard.

47. Reductions in the scope of the blue-green network programme will delay much-needed resilience improvements for impacted communities.

48. At the same time, the Governing Body resolved ‘to advocate strongly to the incoming government about the need to establish national schemes to support recovery from future severe weather events, and to put in place better processes for managed retreat in advance of disaster’ (GB/2023/187).

Ngā whakaaweawe me ngā tirohanga a te rōpū Kaunihera

Council group impacts and views

49. The Recovery Office is working across the council group to ensure alignment with council policy and priorities, and to deliver necessary work programmes. This report has been prepared with input from relevant parts of the council group including Finance and Healthy Waters.

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

Local impacts and local board views

50. Currently, all but four local boards have Category 3 properties within their boundaries. The highest concentrations of Category 3 properties are in Henderson-Massey, Albert-Eden, and Rodney, Devonport-Takapuna and Wāitakere Ranges. Local boards are being kept informed about progress with buy-outs and the house removal programme and blue-green network projects.

Tauākī whakaaweawe Māori

Māori impact statement

51. Whenua Māori was excluded from the Category 3 buy-out process, as the government established a parallel process for resolving damage on this land.

52. Staff regularly attend the Interim Resilience and Infrastructure Mana Whenua Forum to provide updates on Recovery Office activity and seek feedback. An update on progress with the categorisation forecasts and buy-outs will be provided at the next hui.

Ngā ritenga ā-pūtea

Financial implications

53. The co-funding agreement provides for the cost of purchasing Category 3 properties and transaction costs. Auckland Council is responsible for other related costs, including house removal and ongoing consequential operating expenses associated with the severely affected land purchased. The current Long-term plan provides for around 900 Category 3 properties, along with the estimated cost to deliver the planned blue-green network projects.

54. The risk of additional funding requirements for Category 3 properties was included in staff budget advice to support the draft Mayoral Proposal for consultation on the Annual Budget 2025/2026. This advice noted that this might result in additional borrowing requirements for the council.

55. Based on the current categorisation forecasts in this report it is estimated that the financial impacts would be:

a) Bringing forward planned borrowing of $150.2 million for Category 2C projects from FY27-FY34 to fund Category 3 purchases in FY25 and FY26

b) Additional borrowing of $4.7 million to $34.9 million in FY26 for council share of property purchases

c) Additional borrowing of $15.5 million to $18.5 million, across FY27 and FY28 to cover the removal and deconstruction costs of additional purchased properties

d) Additional maintenance and security costs of $1.6 million to $1.9 million from FY26 onwards

e) Additional interest costs of around $6 million from FY26 due to the acceleration of, and additional, borrowing.

56. It is expected that final categorisation numbers and updated cost projections will be available in time to inform the Annual Plan 2025/2026 final adoption process in June 2025.

57. As noted in paragraph 37 above, in order to maximise the resilience outcomes from available Crown funding the council would be required to contribute an additional $40.8 million to $59.4 million towards the Category 2C programme across FY27 to FY32.

58. Options to fund this additional capital funding requirement would include reprioritisation of other Healthy Waters capital investment, additional council borrowings (with associated interest cost impacts), or revenues from the disposal of Category 3 land through the future land use programme. This funding mix would be confirmed through future annual and long-term plan processes.

59. The estimated financial impact for Auckland Council under each scenario is summarised in Attachment B.

Ngā raru tūpono me ngā whakamaurutanga

Risks and mitigations

60. Risks and mitigations are outlined in the table below.

Risk	Mitigation
Either the Crown or the council does not agree to reallocate funding from Category 2C to Category 3 – there will be insufficient funding to purchase all Category 3 properties, leaving people in situations of intolerable risk and creating significant reputational issues for the council and the Crown	The key focus for the Crown is removing people from situations of intolerable risk to life as quickly as possible. Discussions with Crown officials have indicated moving further funding from Category 2C to Category 3 aligns to this objective. We are seeking Ministerial approval in February 2025.
Category 3 properties exceed the forecast maximum of 1264	Registrations for the scheme have now closed. The revised forecasts indicate a maximum 1264, and will be closely monitored as categorisation proceeds. A final reforecast will be completed before re-opening negotiations with the Crown.
The council is not able to agree to additional funding to access the Crown pre-allocation for Category 2C risk mitigation projects	Discussion of options available to the council will be held through future annual plan processes, including the relative costs and benefits of investing more to deliver priority flood resilience projects with co-funding or needing to fund this work through rates alone over a much longer period.
The cost of approved Category 2C projects in Māngere (Harania and Te Ararata) or Category 2P grant costs are higher than expected – reducing the funding expected to be available for additional Category 2C projects.	Robust project management practices will be followed and the cost of the 2P grant scheme will be monitored.

Ngā koringa ā-muri

Next steps

61. Forecasts will be updated in early 2025, to reflect further progress with categorisations and provide as accurate a picture of financial implications as possible.

62. Subject to endorsement, the Recovery Office will approach the Crown to re-open negotiations on the Auckland Crown Funding Agreement, with a view to either increasing the Crown contribution for Category 3 buy-outs, or ensuring the council can access the full Crown commitment without requiring additional borrowing or costs to ratepayers.

63. The implications of reduced funding for the blue-green network programme will be presented to the Transport, Resilience and Infrastructure Committee in February 2025.

64. Council budget decisions to support the proposed changes to the funding agreement will need to be considered through the FY2025/2026 Annual Plan process. Updates will be provided to the Governing Body following final categorisation in March 2025 to support final budget decisions in May 2025.

65. The council will consider options to progress the remaining blue-green network projects through future annual and long-term plan processes.

Ngā tāpirihanga

Attachments

No.	Title	Page
a ⇨	Categorisation scenarios and impacts
b ⇨	Council budget impacts

Ngā kaihaina

Signatories

Authors

Craig Hobbs - Natural and Built Environment Lead

Tanya Stocks - Recovery Office Strategic Support

Authorisers

Mace Ward - Group Recovery Manager

Ross Tucker - Group Chief Financial Officer

Barry Potter - Director Resilience and Infrastructure

Transport, Resilience and Infrastructure Committee

05 December 2024

Making Space for Water - Increased maintenance business case

File No.: CP2024/14913

Te take mō te pūrongo

Purpose of the report

1. To seek approval for the Increased Maintenance business case as part of the Making Space for Water programme.

Whakarāpopototanga matua

Executive summary

2. The Making Space for Water programme includes a range of initiatives to reduce flood risk to Aucklanders. Increasing the maintenance, minor renewals and upgrades of our stormwater assets to improve their efficiency and resilience is part of this.

3. A business case has been prepared for each of the seven initiatives in the Making Space for Water programme for the 2025 – 2027 period. This aligns with the long-term plan phases and allows for more transparent and responsive delivery of each initiative over time.

4. Funding to deliver Making Space for Water was approved through the Long-term Plan 2024-2034 (GB/2024/45). The 10-year budget for Increased Maintenance is $135.7 million, representing 19 per cent of the overall budget. The objective is to reduce the risk of flooding across the region by increasing the amount of maintenance and minor renewals undertaken on the built and natural stormwater network.

5. The Increased Maintenance Business Case assessed two options to implement this initiative:

· Option 1. Do nothing: No change to existing maintenance frequency or efficiency. Stormwater maintenance will be largely reactive with no improvement to existing service levels.

· Option 2. Increased maintenance: a proactive planned approach to stormwater infrastructure management through regular inspections. This minimises the risk of failures, enhances flood mitigation efforts, reduces health and safety hazards, and improves overall asset performance and serviceability.

6. Staff recommend Options 2, as it provides for the increased maintenance of stormwater systems and assets and addresses potential structural and serviceability issues before they become issues in the community. This option will also assist with the mitigation of re-occurring flooding sites due to the lack of investment in infrastructure maintenance.

7. The business case (refer to Attachment A) seeks approval for $33,249,902 for the 2024/2025 – 2026/2027 financial year period from the Making Space for Water budget to fund these activities. The funding required for each financial year is provided in Table 1.

Table 1. Increased Maintenance funding by financial year

Increased Maintenance by financial year			Total Cost
FY2025	FY2026	FY2027	Total Cost
$11,302,806	$11,122,425	$10,824,671	$33,249,902

8. This initiative is in addition to existing asset maintenance and funding allocated through the Storm Response Fund.

9. The assets considered under the Increased Maintenance initiative include inlets/outlets, manholes, pipes, culverts, streams, catchpits and soakholes. This is consistent with the interpretation in the Local Government (Water Services Preliminary Arrangements) Act 2024.

10. The benefits of the work to be delivered in this business case will be on regional urban areas, where there are public stormwater assets maintained by Healthy Waters and Flood Resistance. Local boards have consistently raised concerns that stormwater assets are not appropriately maintained.

11. Approving this business case will enable procurement and contracting processes necessary to deliver this initiative, for 2024/2025, 2025/2026 and 2026/2027.

12. Following approval of the Increased Maintenance Business Case, contractor tender will immediately progress with delivery expected to start in March 2025.

13. An additional procurement plan may need to go to the Revenue, Expenditure and Value committee in February 2025 to confirm ongoing tender and procurement processes.

Ngā tūtohunga

Recommendation/s

That the Transport, Resilience and Infrastructure Committee:

a) whakaae / approve the business case for Increased Maintenance as part of the Making Space for Water programme, as provided in Attachment A of the agenda report.

b) tuhi ā-taipitopito / note an additional procurement plan may need to go to the Revenue, Expenditure and Value committee in February 2025 to confirm ongoing tender and procurement processes.

Horopaki

Context

14. The Making Space for Water programme was launched in response to the severe storms that Auckland experienced in early 2023, prompting local and national states of emergency. Six lives were lost, and over 7000 homes were evacuated due to overwhelming rainfall that inundated the stormwater network, catching many people off guard. This event and subsequent flooding received intense media and political coverage and raised community expectations.

15. Responding to and recovering from these severe flooding events involves more than just repairing infrastructure. Healthy Waters and Flood Resilience is responsible for managing the stormwater network. Making Space for Water proposes seven initiatives that include a variety of practical flood management works across Auckland ranging from expanding the city’s blue-green networks, increasing operational maintenance, and driving community-led resilience to flooding.

16. The seven initiatives are:

· Blue Green Network Projects

· Stream and Waterways Resilience

· Increased Maintenance

· Flood Intelligence

· Overland Flow Path Management

· Community Led Flood Resilience

· Rural Settlements.

Work is under way across all initiatives.

17. The Increased Maintenance initiative enables the increased maintenance, minor renewal and upgrades of the stormwater network to reduce flooding. The benefits of increased maintenance include:

· minimising the flooding risk across Tāmaki Makaurau

· enhancing the resilience of Healthy Waters and Flood Resilience assets against increased rainfall and other weather events

· enhancing confidence that council is proactive in inspection/maintenance of assets

· achieving and maintaining full utilisation of existing network capacity

· improving water quality and environmental values.

18. The assets covered by the increased maintenance programme include:

· Inlets/outlets	· manholes	· culverts
· streams	· stormwater dams	· ponds
· soakholes	· pipes	· catchpits

19. Approving this business case will enable procurement and contracting processes necessary to deliver this initiative, including the delivery of the 2024/2025 Increased Maintenance budget.

Tātaritanga me ngā tohutohu

Analysis and advice

20. The Increased Maintenance programme enables a proactive planned approach to managing stormwater infrastructure in Auckland through regular inspections to identify and address network faults and issues pre-emptively, including maintenance, repairs, renewals, and upgrades of assets. This will minimise the risk of failures, enhance flood mitigation efforts, reduce health and safety hazards, and improve overall performance and serviceability of assets.

Options assessment for maintenance of the stormwater network

21. Staff have assessed two options for stormwater network maintenance. These are discussed in detail below.

Option 1: Continue current level of service

22. This option proposes to make no changes to the existing maintenance frequency or efficiency. Maintenance will remain largely driven by reactive responses to requests for service and a small number of locations for proactive maintenance.

23. If this option were selected the average catchpit cleaning frequency would remain once per year, no additional hot-spot maintenance would be undertaken, and there would be no additional street sweeping in high leaf-fall areas. Therefore, there would be no reduction of risk associated with blockages in built assets. Stream maintenance would remain reactive as additional resources would not be available for wider monitoring and response.

24. Based on the 2022/23 financial year budget for stormwater maintenance, the estimated cost of option one is $27.2 million. This is not the preferred option as it does not delivery any improvements on the previous level of service and has not been supported by public consultation.

Option 2: Increase maintenance frequency for all public stormwater network assets (recommended)

25. This option proposes to enable proactive inspections and maintenance to ensure that the risk of failure of infrastructure is mitigated at best. An increased maintenance frequency entails conducting proactive inspections aimed at facilitating continuous maintenance, repairs, renewals, and upgrades of assets. Proactive inspection aims to detect network faults or issues before they escalate into failures, thereby aiding in flood prevention and reducing health and safety risks. This integrated approach enhances performance and service quality as follows:

· proactive inspections involve the development of specific inspection programs to evaluate the condition and operational capabilities of stormwater assets. Utilise data gathered from proactive inspections to enable the Operations team to enable proactive maintenance.

· proactive maintenance tasks identified through proactive inspections enable Operations team to promptly address any health and safety concerns, devise maintenance schedules, and undertake necessary repairs, minor renewals, or significant upgrades that fall under minor capex.

26. If this option were selected, we would expect to see overall network performance improve.

27. The estimated cost of option two is $33,249,902 million. This is the preferred option as it responds to public and elected member advocacy to improve the condition of existing assets and reduces the likelihood of property flooding in normal rain events, refer to Attachment A.

Options analysis

28. Analysis of the relevant outcomes associated with each option is identified in Table 2. Option two provides the highest outcomes as it includes maintenance benefits for all asset types.

Table 2. Analysis of options for stormwater network maintenance

Outcomes	Option 1	Option 2 (recommended)
Reduce asset failure	P	P P P
Maximise collection and conveyance capacities	P	P P
Reduce local flooding	P	P P P
Reduce flood complaints in priority areas	P	P P P

29. Outcomes of maintenance will align with reporting measures set by the 2024-2034 Long-term Plan. The relevant measures and targets are included in table 3 below.

Table 3. Healthy Waters Long-term Plan performance measures 2024-2034

Measure	FY25 Target
The number of flooding events that occur and the associated number of habitable floors affected per 1000 properties connected to Auckland Council’s stormwater network.	< 1 per 1000 properties
The number of complaints received about the performance of the stormwater system per 1000 properties connected to Auckland Council’s stormwater system.	< 3 per 1000 properties
Auckland Council stormwater compliance with resource consents for discharge from its stormwater system, measured by the number of a) abatement notices; and b) infringement notices; and c) enforcement orders; and d) convictions, received in relation to those resource consents.	0
The percentage of response time during storms to close stormwater manholes within three hours.	≥90%
The median response time to attend a flooding event, measured from the time that Auckland Council receives notification to the time that service personnel reach the site (hours).	< 2 hours

Tauākī whakaaweawe āhuarangi

Climate impact statement

30. Modelling shows that storm and flooding events will be both more extreme and more frequent as the climate continues to warm.

31. Te-Tāruke-ā-Tāwhiri (Auckland’s Climate Plan) sets out a direction for Tāmaki Makaurau as a region to prepare for the impacts of climate change, and to be proactive in taking measures to prevent or mitigate severe or irreversible outcomes. The Making Space for Water programme has been developed in accordance with this key direction, with the Increased Maintenance initiative focused on ensuring that the stormwater network is better prepared as climate continues to change rainfall patterns.

32. To support Te-Tāruke-ā-Tāwhiri’s other key goal of achieving net zero emissions by 2050, all Making Space for Water projects will consider their impact on carbon emissions. Assessments will be conducted during the design, construction, and physical works stages to ensure all opportunities for reducing emissions are realised. Contractors will be required to report carbon and waste reduction practices as part of their contracts.

33. The impact on carbon emissions will be considered in all Making Space for Water projects. Assessments will be conducted during the design, construction, and physical works stages to ensure all opportunities for reducing emissions are realised. Contractors will be required to report carbon and waste reduction practices as part of their contracts.

34. This project reduces risk to life for downstream properties and rectifies limitations in the stormwater network, exacerbated by extreme weather events. It therefore provides some protection for properties in the catchment against future extreme weather events.

Ngā whakaaweawe me ngā tirohanga a te rōpū Kaunihera

Council group impacts and views

35. There is a funding and delivery arrangement between Auckland Council (through Healthy Waters and Flood Resilience) and Auckland Transport. This is established by a Relationship Agreement, which is reviewed annually. Staff are using this opportunity to improve reporting transparency between work completed, quality of work, and outcomes. This responds to concern from public and elected members that there is not clear accountability for stormwater asset maintenance between Healthy Waters and Auckland Transport.

36. Auckland Transport through the funding and delivery arrangement will deliver increased and targeted street sweeping during the autumn and winter period as part of this initiative.

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

Local impacts and local board views

Local impacts

37. Increased maintenance will impact urban areas across the region. There will be a greater benefit to the urban areas, compared to the rural and island boards, as the dense urban environment is more reliant on built drainage systems. However, staff across the Increased Maintenance, Rural Settlements, and Auckland Transport are already collaborating to identify those rural assets that will benefit from changes to maintenance methodology or minor upgrades.

38. A comprehensive communications approach will ensure that communities understand and value our increased maintenance efforts. As well as regular media campaigns, we are planning clear messaging on operations vehicles and temporary site signage to highlight this work. This proactive communication will help manage community expectations and build trust, showing that we are actively taking care of our assets.

Local board views

39. During initial consultation on Making Space for Water, staff sought views from all local boards on their priorities. Every local board advocated for increased maintenance and renewal of existing assets.

40. Local board views have not been specifically sought on this business case. Information about maintenance activities in individual local board areas is available through routine updates and on request. Local board input has also helped staff to identify locations or assets that appear to need more maintenance. This is logged by staff for ongoing prioritisation and scoping.

Tauākī whakaaweawe Māori

Māori impact statement

41. Staff provide general Making Space for Water programme updates to the Resilience and Infrastructure Mana Whenua Kaitiaki Forum each month. This is an opportunity for all participating mana whenua to identify ways to engage with this initiative.

42. Following advice from Māori Outcomes staff within Healthy Waters and Flood Resilience and Regulatory, a protocol has been developed to inform mana whenua of works that need to be undertaken within a stream or near a known culturally significant area. This has been agreed to by mana whenua representatives through the Resilience and Infrastructure Mana Whenua Kaitiaki Forum and is being implemented immediately.

43. Supported by the Ngā Puna Pūkenga programme, Healthy Waters contractors employ Māori, and subcontract to Māori-owned businesses. With the higher demand for this work and predictable long term funding, there is an expectation that these companies will need to hire additional staff and so have the opportunity to increase Māori employment.

Ngā ritenga ā-pūtea

Financial implications

44. This business case seeks formal approval to invest a total of $33,249,902 over three years. This will be a combination of operational and capital expenditure, as detailed in Table 4 below.

Table 4 Proposed operational and capital expenditure 2025-2027

Capex/Opex	FY25	FY26	FY27	Total
Financial Costs (CAPEX)	$2,517,600	$2,578,022	$2,629,583	$7,725,205
Financial Costs (OPEX)	$8,785,206	$8,544,403	$8,195,088	$25,524,697
Total	$11,302,806	$11,122,425	$10,824,671	$33,249,902

45. The Auckland Council funding contribution was approved by the Governing Body through the adoption of the Mayoral Proposal for the Long-term Plan 2024-2034 (GB/2024/45). These projects will be delivered through Making Space for Water regional budgets.

46. Other funding sources which are also being used for maintenance include the short-term $2 million Storm Readiness Fund provided by central government between February and December 2024 to support stream debris removal, and the $1.5 million per annum Storm Response Fund to increase catchpit cleaning (including doubling the frequency of high-leaf fall areas.

47. Once established, the contracts will be aligned with Healthy Waters and Flood Resilience business-as-usual maintenance contracts. There may be some short-term implementation costs as staff and contracting is established. Aligning the contract cycle over the next three years will reduce this implementation cost, improve transparency, and reduce the administrative burden for staff and contractors.

Ngā raru tūpono me ngā whakamaurutanga

Risks and mitigations

48. A range of high-level risks for this project are detailed in Table 5 below, with further discussion included in the business case.

Table 5. Risks and mitigations for the Increased Maintenance initiative

Risk/Issue Description	Mitigation
Lack of internal full time equivalent resources	Engage required number of consultants.
Budget reduced	Amend the programme to deliver for reduced budget.
Procurement delays	Start early conversations with the procurements team.
Delays in resourcing up for contractors.	Choosing the right contractors to carry out the works and also giving enough lead time to the contractor.
Weather	Plan work around the conditions and address health and safety risks in the plan.
Access to the assets	Identifying the access issues sites in the first year and create a program to build access to these assets.
Health and safety	Health and safety plans are routine for operations teams. The improvements to asset condition will reduce some existing health and safety risks due to more frequent maintenance.
Issues and bugs with the mobile field app	Use the consultants who created the mobile field app to carry out the first set of inspections. Resolve the issues before we get the contractor on board.

49. The business case identifies risks associated with delivering these projects. These are operational and are similar to the existing risks managed by the Healthy Waters and Flood Resilience department.

50. Some risks, such as further sever weather events are unavoidable. Healthy Waters and Flood Resilience is working in partnership with Auckland Transport and contractors to plan for these risks as much as possible.

Ngā koringa ā-muri

Next steps

51. Contractor tender will progress immediately once the business case is approved.

52. An additional procurement plan may need to go to the Revenue, Expenditure and Value committee in February 2025 to confirm ongoing tender and procurement processes.

53. Once approved, delivery is expected from March 2025 to align with the autumn leaf-fall peak and increased winter rains.

54. Contract timeframes for the next three years will align with normal maintenance contract periods for efficiency.

Ngā tāpirihanga

Attachments

No.	Title	Page
a ⇨	Business case Making Space for Water Increased Maintenance

Ngā kaihaina

Signatories

Authors

Elizabeth Johnson - Principal, Wai Ora Strategic Programmes, Healthy Waters

Craig Mcilroy - General Manager Healthy Waters and Flood Resilience

Authoriser

Barry Potter - Director Resilience and Infrastructure

Resolution Number	Item	Status
TICCC/2024/127	Item 10 - Resolving road reserve damage due to 2023 severe weather events	A Project Manager has been appointed and a timeline established. Property owner expressions of Interest to be involved in the scheme will be called for from mid-December, closing 7 February 2025. The Stickered Titirangi Area Residents (STAR group) will be involved in developing the scheme details.
TICCC/2024/128	Item 11 - Update on Water Reform	Delegated sub-group met on 18 November 2024 and 21 November 2024.
TICCC/2024/132	Item 14 - Auckland Transport Fare Review	Subsidisation across roading and public transport (including rail, bus and ferry networks). New fares effective from 9 February 2025. Next committee update in 2025 regarding fare subsidy across bus, train and ferry services.

No.	Title	Page
a ⇨	Transport, Resilience and Infrastructure Committee Forward Work Programme
b ⇨	Transport, Resilience and Infrastructure Committee Draft 2025 Forward Work Programme
c ⇨	Memorandum - Ministerial Announcement - Rail Investment (Under Separate Cover)
d ⇨	Memorandum - Ministerial Announcement - Rail Investment - Franklin Local Board (Under Separate Cover)
e ⇨	Memorandum - Watercare network capacity (Under Separate Cover)
f ⇨	Memorandum - Tāmaki Makaurau Recovery Office monthly update (Under Separate Cover)
g ⇨	Memorandum: Ōrākei Local Board Resolution OR/2024/149 (Under Separate Cover)

[1] Low confidence due to the scheme’s novelty, reluctance to share information with the council, and the insurance consequences of receiving a categorisation are all factors that may have delayed or limited registrations. As people have seen their neighbours receiving buy-outs, this may have changed homeowners’ calculations as to the risks and benefits of registering.

[2] It must also be noted that the storms severely impacted some parts of Auckland, but other areas where there are known flood and land stability hazards were not touched in these events. These hazards remain a significant risk for future storm events.

[3] Based on the average NZ household size of 2.7 people – we have not captured this data in the purchase process.

Chairperson	Cr Andrew Baker
Deputy Chairperson	Cr Christine Fletcher, QSO
Members	Cr Josephine Bartley	Cr Kerrin Leoni
	Houkura Member Billy Brown	Cr Daniel Newman, JP
	Mayor Wayne Brown	Houkura 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 John Watson
	Cr Richard Hills	Cr Maurice Williamson
	Cr Mike Lee

Date	Subject
8/11/2024	Memorandum – Ministerial Announcement – Rail Investment
8/11/2024	Memorandum – Ministerial Announcement – Rail Investment – Franklin Local Board
21/11/2024	Memorandum – Watercare network capacity
22/11/2024	Memorandum - Tāmaki Makaurau Recovery Office monthly update (distributed through Governing Body)
27/11/2024	Memorandum: Ōrākei Local Board Meeting of 21/11/2024 - Resolution OR/2024/149: Notice of Motion - Chair Scott Milne - Request to reconsider immediate funding of the Gowing Drive link to Te Ara ki Uta ki Tai.

Date	Subject
8/11/2024	CONFIDENTIAL Briefing - Ministerial Announcement - City Rail Link Update

Author	Taryn Muir - Executive Officer
Authoriser	Barry Potter - Director Resilience and Infrastructure

Author	Lata Smith - Kaitohutohu Mana Whakahaere Matua / Senior Governance Advisor
Authoriser	Barry Potter - Director Resilience and Infrastructure