Regional Land Transport Programme 2009 - 2010 (2MB) - Auckland ...

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The smartest use of limited public funds to meet this burgeoning demand is to simultaneously invest more in public transport, which is far more efficient at moving large numbers of people over longer distances in urban Auckland than any other mode – as shown in Figure 3.3. Over shorter distances (less than 5 kilometres approximately) walking and cycling are the most efficient modes to move people. Figure 3.3: Capacity of different modes to move people Capacity per hour A single lane of motorway 2,400 people Bus lanes 7,500 people Dedicated busway 12,000 people Dedicated light rail 12,000 people Auckland’s rail corridors 20,000 – 25,000 people > > A national economic imperative is for Auckland to be a worldclass city competing on the world stage for international investment, events and tourism. Success in this endeavour requires public transport to be a cornerstone of a world-class transport system. As shown in Figure 3.4, Auckland is lagging behind its competitor cities in developing its public transport system, and this is limiting its potential to become more internationally competitive. The economic role and linkages between the Auckland region, New Zealand and the global economy. Figure 3.5 shows the key annual road and rail freight movements between the Auckland region and surrounding regions. It highlights the significant freight movements taking place completely within the Auckland region and also the important linkages between Auckland and the adjacent regional economies of Waikato, the Bay of Plenty and Northland. At present, the bulk of this freight is moved by heavy trucks, predominantly on State highways. Figure 3.4: Public transport use 140 PT trips and GDP per capita (2007/08, US$) $40,000 PT trips per capita 120 GDP per capita (US$) 114 116 123 $35,000 100 $30,000 PT trips/capita 80 60 40 41 44 45 48 56 63 77 83 89 91 $25,000 $20,000 $15,000 $10,000 GDP/capita (US$) 20 $5,000 0 $0 Auckland Christchurch Portland Canberra Adelaide Perth Vancouver Toronto Brisbane Wellington Sydney Melbourne Ottawa 9
Figure 3.5: Road and rail freight movement to and from the Auckland region (2007, annual tonnes) 16,000 Road and rail freight (annual tonnes) 14,000 12,000 10,000 8,000 6,000 4,000 2,000 From Auckland To Auckland 0 Auckland Waikato Bay of Plenty Northland Canterbury Manawatu Wellington Taranaki Currently, the combined regions of Auckland, Waikato, the Bay of Plenty and Northland generate 51% of New Zealand’s Gross Domestic Product and are home to 51% of New Zealand’s population. By 2031, this is expected to grow to around 60%. High-quality, direct and well-maintained inter-regional transport connections are essential to facilitating this rapid growth in these strongly linked regional economies. Furthermore, trends in international container shipping signal that larger volumes of freight will move with fewer shipping lines at a fewer number of hub ports in New Zealand. Thus while State highways will remain the backbone of this inter-regional transport network, in the future, rail offers the potential to play a bigger role as part of the inter-regional transport network. The overall land transport challenge facing Auckland is to: > Complete the work underway to deliver a properly connected strategic and arterial roading network. 1. Implementing government policy Government Policy Statement The Government produced a Government Policy Statement (GPS 2009) on land transport funding in May 2009, shortly before the completion of the RLTP. The GPS details the Government’s desired outcomes and funding priorities for the use of the National Land Transport Fund (NLTF) to support land transport activities. The New Zealand Transport Agency is required to give effect to the GPS in developing the National Land Transport Programme. The GPS covers the financial period 2009/10–2014/15 and provides figures for 2015–2019. It will be in effect from 1 July 2009 to 1 July 2012. The Government’s stated priority is for land transport investment to support national economic growth and productivity. Of particular importance to this priority for the Government are: > > Manage the use of this roading network as the primary mover of freight, commercially important trips and other trips that cannot be made by public transport. Accelerate the delivery of a step change improvement in public transport and active modes. > > Investing in the State highway network, as a key to the efficient movement of freight and people. Generating better value for money from the Government’s investment across all land transport activity classes and enhancing the economic efficiency of individual projects. > Maintain and improve inter-regional road and rail connections with its neighbouring regional economies. The specific impacts the Government expects to be achieved through the use of the NLTF are: ARTA has identified six key high-level transport challenges related to these long-term strategic drivers. These challenges are summarised below, and are described in more detail in the Auckland Transport Plan (ATP). Short to medium-term impacts that contribute to economic growth and productivity > Improvements in the provision of infrastructure and services that enhance transport efficiency and lower the cost of transportation through: > Improvements in journey time reliability. > Easing of severe congestion. > More efficient supply chains. > Better use of existing transport capacity. > > Better access to markets, employment and areas that contribute to economic growth. A secure and resilient transport network. 10
Page 1 and 2: 2009/10-2011/12 AUCKLAND REGIONAL L
Page 3 and 4: CONTENTS CHAIRMAN’S FOREWORD ....
Page 5 and 6: iv Figure 1: Major Construction Pro
Page 7 and 8: 2 CONTEXT ARTA’s Role Established
Page 9 and 10: Figure 2.2: Funding streams for lan
Page 11 and 12: What’s New in this Regional Land
Page 13: Figure 3.2: Population growth by re
Page 17 and 18: 6. Funding constraints The current
Page 19 and 20: Achievement of the expected increas
Page 21 and 22: 16 5. Completion of key links in th
Page 23 and 24: Walking and cycling initiatives Del
Page 25 and 26: 5 THE 2009/12 PROGRAMME 20 The Auck
Page 27 and 28: 22 Figure 5.1: Map of major constru
Page 29 and 30: GPS Funding Allocations and Request
Page 31 and 32: When taking into account the popula
Page 33 and 34: Table 5.4: Summary of the RLTP by A
Page 35 and 36: Table 5.4: Summary of the RLTP by A
Page 37 and 38: R and C Funding It is estimated tha
Page 39 and 40: 7 ROAD POLICING ACTIVITIES Road pol
Page 41 and 42: 8 MONITORING Implementing the Regio
Page 43 and 44: The proportion of funding proposed
Page 45 and 46: 9 SIGNIFICANCE POLICY Legislation S
Page 47 and 48: With respect to the tables (and hea
Page 49 and 50: 44 Table 10.1: Activity Class 1, Tr
Page 55 and 56: 50 Table 10.2: Activity Class 2, De
Page 57 and 58: 52 Table 10.3: Activity Class 3, Wa
Page 59 and 60: 54 Table 10.3: Activity Class 3, Wa
Page 61 and 62: 56 Table 10.5: Activity Class 5, Pu
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60 Table 10.6: Activity Class 8 and
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62 Table 10.7: Activity Class 9 and
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64 Table 10.8: Activity Class 12 ,
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74 Table 10.9: Activity Class 13, I
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76 Table 10.9: Activity Class 13, I
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APPENDIX 1: AUCKLAND RLTP’S LEGIS
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The prioritisation principles Serio
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Effectiveness Effectiveness is the
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Table 3 below shows the generic pro
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GLOSSARY ARLTP ARC ARTA ATP GPS NZT
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