sh2 waihī to tauranga corridor and western corridor ... · due to the early stage of the business...
TRANSCRIPT
1
SH2 Waihi to Tauranga & Western
Corridor Growth Area
Re-evaluation Summary
New Zealand Transport Agency
V0.3 SEPTEMBER 2018
RELEASED U
NDER THE OFFIC
IAL INFORMATIO
N ACT 1982
2
Table of Contents
Table of Contents ............................................................................................................................................. 2
Executive Summary ........................................................................................................................................ 3
Overview .................................................................................................................................................................. 3
SH2 Waihi to Tauranga Corridor ..................................................................................................................... 3
SH29 Western Corridor ..................................................................................................................................... 3
Re-evaluation findings .......................................................................................................................................... 4
SH2 Waihi to Tauranga Corridor ..................................................................................................................... 4
SH29 Western Corridor ..................................................................................................................................... 4
Introduction & Context .................................................................................................................................... 5
Regional Context ................................................................................................................................................... 5
Project History ......................................................................................................................................................... 6
SH2 Waihi to Tauranga .................................................................................................................................... 6
SH29 Western Corridor ..................................................................................................................................... 8
Overview of re-evaluation findings ............................................................................................................. 10
SH2 Waihi to Tauranga ........................................................................................................................................ 10
Problems to be addressed & investment objectives ............................................................................... 10
Additional outcomes ..................................................................................................................................... 10
Integrated land use and transport planning & mode neutrality .......................................................... 11
SH29 – Western Corridor ...................................................................................................................................... 11
Problems to be addressed & investment objectives ............................................................................... 11
Integrated land use and transport planning & mode neutrality .......................................................... 12
Proposed direction & programme............................................................................................................... 13
Programme, costs & outcomes ......................................................................................................................... 17
Appendix 1 – Omokoroa to Te Puna Options ............................................................................................ 21
RELEASED U
NDER THE OFFIC
IAL INFORMATIO
N ACT 1982
3
Executive Summary
This paper presents the findings of the re-evaluation of both the SH2 Waihi to Tauranga projects and SH29
Western Corridor (Tauriko West network connection) project. These projects have been considered together
given the proximity of the activities to each other and the significant place making and system impact the
combined activities will have on the wider Tauranga transport system.
Overview
SH2 Waihi to Tauranga Corridor
SH2 connects Tauranga, Bay of Plenty and the Coromandel Peninsula to Auckland and is one of the Upper
North Island key journeys. The 57 kilometre section has evolved from a rural road, with multiple connecting
local roads, passing through a few small rural settlements to a route where there is significant residential
growth and intensified land use. It is a busy commuter, agribusiness, freight and tourism route.
Road safety risk on the corridor is high with 77 people dying or seriously injured over the last five years (2013-
2017). Currently traffic volumes on the SH2 corridor range from 15,560 vehicles at the Pokeno end to 30,000
vehicles nearing Tauranga per day. Approximately 20% of vehicles use SH2 to travel between South Auckland
and Tauranga. Heavy commercial vehicles make up between 13% (at Waihi) and 22% (at Wairoa Bridge) of
vehicle composition in the corridor.
In addition, the SmartGrowth settlement pattern indicates the communities of Bethlehem, Omokoroa, Katikati
and Waihi Beach will expand from 21,000 to 35,000 people by 2040. Consequently, as more vehicles travel this
route the efficiency and safety levels of services will further decline.
Previous investigations throughout the SH2 Waihi to Tauranga corridor have been based on the achieving the
following outcomes:
• Reducing death and serious injuries by 50% over the next 10 years
• Reducing the predictive crash risk of the Waihi to Tauranga corridor by improving the KiwiRAP rating from 2
to 3 star over the next 10 years
• Increasing people throughput by 10% (from 21,000 people per day to 23,000) by 2025
• Increasing journey predictability by 50% (from ±4 minutes to ±2 minutes) by 2025
SH29 Western Corridor
The work on SH29 Western Corridor is less advanced with the project currently in the process of being
progressed as a detailed business case following NZTA Board support of the programme business case in
October 2017.
The Tauranga City and Western Bay of Plenty sub-region is experiencing high population growth with a
forecast dwelling shortfall of 20,000-28,000 in the next 50 years. The suburb of Tauriko is located in the Western
Corridor of Tauranga and is expected to provide up to 18,500 dwellings in SmartGrowth’s long term horizon
with 350 hectares of industrial land and 44,000m2 net leasable retail area.
Structure planning has commenced which requires an integrated approach to land use and transport
planning to ensure that the transport system can support future development of the growth area. The
SmartGrowth partners have an ongoing collaborative approach to enable joint consultation and statutory
processes.
The investment objectives for the programme business case were:
• To maintain a freight travel time of 10 minutes on SH29 from SH2 to Omanawa Road with a variability of 3
minute (AM Peak) by 2030
RELEASED U
NDER THE OFFIC
IAL INFORMATIO
N ACT 1982
4
• Maintain a people travel time of 6 minutes on SH36 from Merrick Rd to Tauriko by 2030 (AM Peak) and
maintain a people travel time of 5 minutes on SH29A from Tauriko to Oropi by 2030 (PM)
• Limit the number of local trips generated from the Tauriko Growth Area that require access to the SH
network
• To reduce deaths and serious injuries along SH29 from Omanawa Road to Oropi Road Roundabout by 50%
by 2030.
Re-evaluation findings
SH2 Waihi to Tauranga Corridor
The re-evaluation has concluded that there is an urgent need to address the significant safety issues between
Waihi and Tauranga and between Katikati, Omokoroa and Te Puna in particular. Journey predictability
benefits of the scale proposed should not now be considered a priority for investment.
Improving people throughput remains a priority given land-use changes in the corridor, however, previous
work appears to have been pushed towards providing capacity for general traffic as opposed to exploring
opportunities for reducing single-occupancy vehicles (SOVs) and providing enhanced transport choice.
To achieve these outcomes, a revised program is recommended:
• Waihi to Omokoroa: The project team should continue to identify and propose partial sections of corridor
where median barriers could be implemented effectively and provide value for money. The speed
enforcement regime should be reviewed with police, including consideration of point-to-point cameras.
This will be necessary to support a speed management approach that need to be applied
• Katikati Urban: Low cost, low risk measures should be examined for online improvements which improve
amenity including traffic signals at SH2/Beach Road and SH2/Marshall Street. Option 5 (bypass) should
remain the long-term preferred option but pre-implementation and implementation should be deferred.
• Omokoroa to Te Puna: The options analysis should be revisited with a focus on safety, value for money and
appropriate capacity to support sustainable growth, in particularly, non-single occupancy vehicles and
public transport. The scope should include adopting an 80kph speed environment, with at grade
interchanges, and a principle of online where it presents best value for money
• Tauranga Northern Link: Defer implementation of TNL until partners have an agreed programme of co-
investment which demonstrates how the GPS priorities and outcomes sought from the Tauranga Transport
Programme are going to be achieved within the context of the Northern Corridor, City access and linkages
to the Port and SH29. Support the current alignment but with the expectation that capacity will be utilized
to support choice and provide an attractive alternative to single-occupancy vehicle trips.
SH29 Western Corridor
A review of the problems, benefits and investment outcomes as part of the re-evaluation processes has been
undertaken and concluded that supporting growth within the Western Corridor and addressing safety are
higher priorities than improved freight access. Further, there is little specific evidence that congestion or
increased unreliability on this section of SH29 within the context of a whole journey would have a tangible
economic impact on freight, although as a national (high volume) route a reliable level of service should be
maintained, albeit with a lower order priority.
Due to the early stage of the business case development, the approach taken has been revised to be multi-
modal and collaborative and the objectives have been refocussed to support growth. Therefore the findings
of re-evaluation are for the continuation of th single stage business base with an ongoing focus on access,
people movement and safety.
RELEASED U
NDER THE OFFIC
IAL INFORMATIO
N ACT 1982
5
Introduction & Context
Regional Context
SH2 connects Tauranga, Bay of Plenty and the
Coromandel Peninsula to Auckland and is one of the
Upper North Island key journeys. At the Waihi to
Tauranga end it is a busy commuter, agribusiness,
freight, and tourism route. This 57 kilometre section of SH2
has evolved from a rural road, with multiple connecting
local roads, passing through a few small rural settlements
to a route where there is significant residential growth
and intensified land use alongside. The corridor passes
through the growing townships of Katikati, Te Puna and
Bethlehem and has busy intersections to Waihi Beach
and Omokoroa communities.
The corridor is defined by the SmartGrowth Strategy (Bay
of Plenty Regional Council, Western Bay of Plenty District
Council, Tauranga City Council, Tangata whenua, and
the NZ Transport Agency) as a preferred corridor for
population and economic development. The
SmartGrowth settlement pattern indicates communities
of Bethlehem, Omokoroa, Katikati and Waihi Beach are
expected to expand from 21,000 to 35,000 people by
2040. Consequently, as more vehicles travel this route
the efficiency and safety levels of services will further
decline.
Road safety risk on the corridor is high with 77 people dying or
seriously injured over the last five years (2013-2017). Currently
traffic volumes on the SH2 corridor range from 15,560 vehicles at
the Pokeno end to 30,000 vehicles nearing Tauranga per day.
Approximately 20% of vehicles use SH2 to travel between South
Auckland and Tauranga. Heavy commercial vehicles make up
between 13% (at Waihi) and 22% (at Wairoa Bridge) of vehicle
composition in the corridor.
The key investment outcomes sought on this section of SH2 have
been based on improved road safety and travel time
predictability.
Tauranga and the western Bay of Plenty continues to experience
strong population growth and as a result, more land is needed
for housing. Omokoroa and Tauriko West are agreed by
SmartGrowth Partners (including the NZ Transport Agency) as key
locations to create new communities. Whilst Omokoroa is now
developing, a long term plan is only recently underway for
Tauriko West that looks at how best to develop the new
Waikato
Key Journeys & 2018-21 NLTP Investment
Bay of Plenty
Key Journeys & 2018-21 NLTP Investment
RELEASED U
NDER THE OFFIC
IAL INFORMATIO
N ACT 1982
6
community, improve multi-modal transport links and open up the area for urban development.
State Highway 29 (SH29) is a key freight route that connects the region with Waikato, Auckland and the wider
North Island. This route supports the economic success of the Western Bay of Plenty and the NZ Transport
Agency is leading the transport plan to ensure that the transport system for Tauriko is safe, supports local
growth, and provides alternative travel choices for the community.
The transport plan aims to:
• provide more buses and improved walking and cycling connectivity to local amenities such as schools,
businesses, recreation areas and culturally significant places
• improve road safety and reduce deaths and serious injuries
• maintain efficient freight access to the Port of Tauranga
• ensure the right vehicles are using the right roads, with short local trips using local roads and longer
distance trips using the State highway network.
This paper presents the findings of the re-evaluation of both the SH2 Waihi to Tauranga projects and SH29
Western Corridor (Tauriko West network connection) project. These projects have been considered together
given the proximity of the activities to each other and the significant place making and system impact the
combined activities will have on the wider Tauranga transport system. Conversely, the impact that transport
system choices made by Tauranga City Council, Western Bay of Plenty District Council and Bay of Plenty
Regional Council could have on the effectiveness of any proposed investment in these corridors.
Project History
SH2 Waihi to Tauranga
The SH2 Waihi to Tauranga programme business
case was supported by the NZ Transport Agency
Board in 2016 (Board Paper 2016/04/1009). The
recommended programme was made up of
three parts:
• a new offline section (Tauranga Northern
Link) from Te Puna to Tauranga
• safety improvements on SH2 from Waihi to
Tauranga
• longer term throughput improvements from
Omokoroa to Te Puna timed for around 2024
The NZ Transport Agency Board supported
implementation of the SH2 Tauranga Northern
Link (Te Puna to Tauranga) project and the
development of single stage business cases for
improvements along State highway 2 between
Waihi and Te Puna.
In 2017 the NZ Transport Agency Board
supported investigating combined safety and
capacity improvement options between Omokoroa and Te Puna - including a bypass of Katikati as part of the
programme which was then followed in October 2017 (Board Paper 2017/10/1186) with endorsement of
recommended options for the three projects set out below.
Current Waihi to Omokoroa preferred option
RELE
ASED UNDER THE O
FFICIAL I
NFORMATION ACT 19
82
7
SH2 - current scope and funding decisions
Project Preferred Option Estimated total
implementation
cost
($m, 2017) (5%ile –
95th %ile)
Approved next phases Phase funding
approved ($m)
Profile
Waihi to Omokoroa
(excluding Katikati
Urban)
Option 3 – Wide centreline/side barrier treatments
and intersection upgrades along relevant sections
of State Highway 2 between Waihi and
Omokoroa
$101
($81-$131)
Pre-implementation $7.51 High strategic fit
High
effectiveness
BCR 1.0
Implementation $101.2
Property $1.01
Katikati Urban Option 5 – High speed (100kph) two-lane bypass
of Katikati and short-term reliability interventions
linked to Town Centre Action Plan and consistent
with State highway revocation
$77
($65-$88)
Pre-implementation
(as an exception)
$7.86 Medium
strategic fit
Medium
effectiveness
BCR 2.5
Property
(as an exception)
$16.06
Omokoroa to Te
Puna
Option D – An seven kilometre section of offline,
regional four-lane State highway with a grade
separated interchange at Omokoroa Road to
serve the growing community of Omokoroa, plus
two local road overbridges at the intersections
with Plummers Point Road and Snodgrass Road
$344
($269-$452)
Pre-implementation $24.10 High strategic fit
High
effectiveness
BCR 1.3
Property $74.42
Tauranga Northern
Link
Off-line 4-lane expressway $424 (updated
estimate)
($394-$469)
Implementation (including
property)
$286 High strategic fit
High
effectiveness
BCR 2.0
RELEASED U
NDER THE OFFIC
IAL INFORMATIO
N ACT 1982
8
The expected outcomes of the above
on the problems identified on the SH2
Waihi to Tauranga corridor are:
• Reducing death and serious injuries
by 50% over the next 10 years
• Reducing the predictive crash risk of
the Waihi to Tauranga corridor by
improving the KiwiRAP rating from 2
to 3 star over the next 10 years
• Increasing people throughput by 10% (from 21,000 people per day to 23,000) by 2025
• Increasing journey predictability by 50% (from ±4 minutes to ±2 minutes) by 2025
SH29 Western Corridor
Unlike SH2, the work on SH29 Western Corridor is less advanced with the project currently in the process of
being progressed as a detailed business case following Board support of the programme business case in
October 2017.
The Tauranga City and Western Bay of Plenty sub-region is experiencing high population growth with a
forecast dwelling shortfall of 20,000-28,000 in the next 50 years. The suburb of Tauriko is located in the Western
Corridor of Tauranga. It is an identified growth area within the SmartGrowth Strategy (50 year vision). The
Western growth area is expected to provide up to 18,500 dwellings in SmartGrowth’s long term horizon with
350 hectares of industrial land and 44,000m2 net leasable retail area.
Structure planning has commenced which requires an integrated approach to land use and transport
planning to ensure that the transport system can support future development of the growth area. The
SmartGrowth partners have an ongoing collaborative approach to enable joint consultation and statutory
processes.
The investment objectives for the programme business case were:
Current Katikati Urban preferred option
Current Omokoroa to Te Puna preferred option
Current Tauranga Northern Link preferred option
RELEASED U
NDER THE OFFIC
IAL INFORMATIO
N ACT 1982
9
• To maintain a freight travel time of 10 minutes on SH29 from SH2 to Omanawa Road with a variability of 3
minute (AM Peak) by 2030
• Maintain a people travel time of 6 minutes on SH36 from Merrick Rd to Tauriko by 2030 (AM Peak) and
maintain a people travel time of 5 minutes on SH29A from Tauriko to Oropi by 2030 (PM)
• Limit the number of local trips generated from the Tauriko Growth Area that require access to the SH
network
• To reduce deaths and serious injuries along SH29 from Omanawa Road to Oropi Road Roundabout by 50%
by 2030.
The recommended programme (local ring road, public transport with State highway improvements) supports
growth in the Western Corridor and protects the function of the national freight corridor with implementation
requiring staged and multi-party investment in local roads, state highway, walking and cycling and public
transport.
Western Corridor Recommended Programme
RELEASED U
NDER THE OFFIC
IAL INFORMATIO
N ACT 1982
10
Overview of re-evaluation findings
SH2 Waihi to Tauranga
Problems to be addressed & investment objectives
A review of the problems, benefits and investment outcomes as part of the re-evaluation processes has been
undertaken and concluded that there is an urgent need to address the significant safety issues in the SH2
corridor between Waihi and Tauranga with particular emphasis needing to be given to the section between
Katikati, Omokoroa and Te Puna.
SH2 Waihi to Tauranga safety evidence
Len
gth
km
Da
ily t
raff
ic (
201
5)
DSIs
(201
3-2
017
)
Fa
tal a
nd
se
rio
us
cra
she
s (2
01
3-2
017
)
Pe
rso
na
l risk
(5y
)
Co
lle
ctiv
e r
isk
(5
y)
Ra
nk
of
av
era
ge
an
nu
al d
si b
ase
d
up
on
la
st 5
ye
ars
pe
r k
m
Kiw
iRA
P s
tar
ratin
g
Clo
sure
s >
3 h
ou
rs
du
e t
o c
rash
es
Clo
sure
s >
3 n
on
-
cra
sh r
ela
ted
Wahi to
Katikati
22.4 9111 17 10 Low Medium-
high
4 (rural) mainly 3 star
with some 2 star
0 2
Katikati
Urban
2.9 11,672 3 3 Medium High 3 (urban) mainly 3
star with some 2 star
1 1
Katikati –
Omokoroa
17.4 12,025 25 13 Low-
medium
High 2 (rural) mainly 3 star
with some 2 star
5 0
Omokoroa
- Te Puna
7 19,013 26 15 Medium High 1 (rural) mainly 3 star
with some 2 star
4 0
Te Puna -
Bethlehem
4.1 20,540 3 2 Low Medium-
high
5 (urban) mainly 3
star with some 2 star
0 1
Bethlehem
– 15th Ave
4.4 31,728 3 3 Low Medium-
high
6 (urban) mainly 3
star with some 4 star
1 0
Additional outcomes
Secondary outcomes pursued to date in the SH2 Waihi to Tauranga corridor have been focussed on
improving resilience and increasing people throughput and providing for small improvements in journey time
predictability (from ±4 minutes to ±2 minutes). Katikati urban improvements have centred around enabling
urban amenity, local access and journey reliability. These issues remain albeit, the significance of the issue
now and foreseeable future is not considered a medium or high priority when considered against results
alignment criteria set in the NZ Transport Agency’s Investment Assessment Framework.
Within the current policy setting, journey predictability benefits of the scale proposed for the corridor could not
be considered a priority for investment. Whilst improving people throughput remains a priority within the
corridor, given land-use changes in the corridor, previous work appears to have been bias towards providing
capacity for general traffic as opposed to exploring opportunities for reducing single-occupancy vehicles and
providing enhanced transport choice. The issues previously identified, whilst of concern to the local
community, are not out of context for a community of its size and a bypass solution cannot be reasonably
justified at this time to address the scale of amenity and access issues.
RELEASED U
NDER THE OFFIC
IAL INFORMATIO
N ACT 1982
11
Integrated land use and transport planning & mode neutrality
The settlement at Omokora has been identified since the
early 1990’s when Western Bay of Plenty Council and the NZ
Transport Agency’s predecessor organisations worked
together to collaboratively develop a structure plan in
tandem with identifying designations and state highway
infrastructure programmes to support growth.
In approximately 40 years the Omokoroa Peninsula should
be fully developed and expected to 12,000. The NZ
Transport Agency has worked with Western Bay of Plenty
District Council in the past to ensure that planning decisions
made today are well considered to ensure that all current
and future residents have good liveability.
Western Bay of Plenty District Council is in the next stages of
planning for the next phase of Omokoroa’s development –
the area between the railway line and State Highway 2 -
includes finalising options for a commercial/retail centre,
including a new town centre (3-4 hectares) near SH2,
industrial land and active reserves. The Ministry of Education is also currently purchasing land to align with
Councils plans and is expected to construct both primary and secondary schools in 2026.
The current preferred option for SH2 investment between Omokoroa and Tauranga is focussed on improving
state highway capacity with additional 4-lanes proposed in addition to the existing state highway. Whilst there
have been long-standing plans for infrastructure provision to support the development of Omokoroa, within
the current policy environment, it is recommended that greater weight be given to safer speeds, demand
management, supporting public transport (including working with Western Bay of Plenty District Council to
confirm options for park and ride as part of the current plan change process) and consideration of rail. It is
noted that the Bay of Plenty Regional Council is proposing a rail study within the 2018 NLTP period which the
NZ Transport Agency may need to see accelerated to inform future options for travel choice within the SH2
transport corridor.
Prior to implementing an option, the NZ Transport Agency should continue to work with Western Bay of Plenty
to bring forward an integrated package of measures which supports housing growth and land use but which
provides for greater choice and wider social outcomes. Long-term transport system thinking is essential to
ensuring that Omokoroa can continue to be a sustainable great place to live and work into the future.
Where the proposed Tauranga Northern Link (TNL) joins SH29 and the local road network at 15th Avenue and
Elizabeth Street there is a lack of appropriate operational planning to define a network hierarchy and
functional priority for the network. Developing an operation pla which supports the goals of the City and the
NZ Transport Agency in giving effect to the Tauranga Transport Programme aim of reduced single-occupancy
vehicles is necessary before construction of the TNL starts.
SH29 – Western Corridor
Problems to be addressed & investment objectives
A review of the problems, benefits and investment outcomes as part of the re-evaluation processes has been
undertaken and concluded that supporting growth within the Western Corridor and addressing safety are
higher priorities than improved freight access. Further, there is little specific evidence that congestion or
increased unreliability on this section of SH29 within the context of a whole journey would have a tangible
economic impact on freight, although as a national (high volume) route a reliable level of service should be
maintained, albeit with a lower order priority.
Omokoroa – Plan change review area
RELEASED U
NDER THE OFFIC
IAL INFORMATIO
N ACT 1982
12
Integrated land use and transport planning & mode neutrality
The SH29-Western Corridor project is being taken forward as an integrated land-use and transport project from
conception with close collaborative working across the project partners including the Bay of Plenty Regional
Council, and Western Bay District Council.
In addition, to the transport planning objectives, a wider land-use integration approach has been which seeks
broader outcomes including:
• providing infrastructure and communities that are resilient to natural hazards (especially flood risk)
• land use that respects the landscape and cultural values of the Wairoa River
• Providing travel choice and opportunities for trip containment by providing accessible local services and
facilities including retail (at Tauranga Crossing), employment opportunities (Tauriko Business Estate),
education medical and community facilities including reserves, sports fields, indoor courts, aquatic, library
and a community centre
• Multi-modal travel outcomes, aligned to the Tauranga Transport Programme goal of achieving 20% of
journeys to work by public transport and active modes by 2031 against a current baseline of 9%.
As for the SH2 corridor, however, the scope of the DBC has not explored the wider network integration with the
strategic network – both State Highway or proposed public transport aspirations. There are known
downstream effects on Takatimu Drive as a result of growth at Tauriko West and capacity enhancements with
the implementation of the TNL project which have had assumed solutions put in place ‘to make the network
modelling work’. The solutions have not, however, been considered in a system sense. This places the NZ
Transport Agency and stakeholders at risk of developing a system solution for Tauriko West without fully
understanding the wider system integration opportunities or issues.
RELEASED U
NDER THE OFFIC
IAL INFORMATIO
N ACT 1982
13
Proposed direction & programme
The re-evaluation has examined the optioneering process which has been undertaken with regard to
improving the State Highway network which has been extensive. With respect to the current investment
strategy the key consideration has been to consider:
1. to what degree the current state highway improvement options address safety versus providing for
capacity and whether the utilisation of that capacity has been considered within the context of demand
management and providing choice; and
2. whether alternatives to state highway improvements have been adequately considered, and if not, could
alternative approaches reasonably be considered to potentially contribute to the objectives of the
corridor or wider social and economic outcomes.
The conclusions and recommendations for each section of the corridor are presented in the table below.
RELEASED U
NDER THE OFFIC
IAL INFORMATIO
N ACT 1982
14
SH2 Findings and Recommendations
Current preferred Option Re-evaluation finding Re-evaluation recommendation
Waihi to Omokoroa (excluding Katikati Urban)
Option 3 – Wide
centreline/side barrier
treatments and
intersection upgrades
along relevant sections of
State Highway 2 between
Waihi and Omokoroa
This corridor has the most significant crash record. Whilst a higher cost
(additional $100m) median barrier option for the full length option has been
considered, it is difficult to implement in practice due to multiple accesses
and the need for turnaround areas and has a reduced level of crash
reduction relative to the additional investment.
Investment approval given to date of $101 million
• Option 3 should be implemented with urgency
• The project team should continue to identify and
propose partial sections of corridor where median
barriers could be implemented effectively and provide
value for money
• The speed enforcement regime should be reviewed
with police, including consideration of point-to-point
cameras. This will be necessary to support a speed
management approach that need to be applied
Katikati Urban
Option 5 – High speed
(100kph) two-lane bypass
of Katikati and short-term
reliability interventions
linked to Town Centre
Action Plan and
consistent with State
highway revocation
The scale of issues through Katikati do not warrant bypass at this time.
Reductions in travel time reliability service levels are low with respect to the
NZ Transport Agency’s results alignment crieteria in the IAF.
During events and peak holiday days alternative traffic management
arrangements should be considered.
• Option 5 should remain the long-term preferred option
but pre-implementation and implementation should be
deferred.
• Property sales should be monitored in the area to
acquire land necessary for Option 5 as and when it
becomes available
• Low cost, low risk measures should be examined for
online improvements which improve amenity including
traffic signals at SH2/Beach Road and SH2/Marshall
Street
Omokoroa to Te Puna
Option D – An seven
kilometre section of
offline, regional four-lane
State highway with a
grade separated
interchange at
Omokoroa Road to serve
the growing community
of Omokoroa, plus two
local road overbridges at
the intersections with
Whilst there is a significant crash risk within the Omokoroa to Te Puna
corridor there is no clear justification for an off-line four lane highway within
the current policy setting.
Four options were considered for this section (ref. Appendix A) ranging from
2-lanes online with median barriers and at grade intersections at $125m-
$165m to the current preferred four laned, grade separated $344m option.
The current preferred option represents a tripling of capacity (none of
which has been prioritised) but offers no additional safety benefits over and
above the lowest cost option.
• Support for the current preferred option D should be
withdrawn. The options analysis should be revisited with
a focus on safety, value for money and appropriate
capacity to support sustainable growth, in particularly,
non-single occupancy vehicles and public transport.
The scope should include adopting an 80kph speed
environment, with at grade interchanges, and a
principle of online where it presents best value for
money.
RELEASED U
NDER THE OFFIC
IAL INFORMATIO
N ACT 1982
15
Current preferred Option Re-evaluation finding Re-evaluation recommendation
Plummers Point Road and
Snodgrass Road
Whilst some additional capacity is warranted it needs to be considered
within the context of providing mode choice and supporting a move from
single-occupancy vehicles.
Whilst there would be significant implementability risks and customer
impacts with an online option these should be re-considered further against
the current policy settings and value for money.
The region will be implementing its PT Blueprint from December 2018 which
will significantly increase PT services in the Omokoroa to Tauranga corridor,
however this will still be limited to four return trips per day which is unlikely to
be competitive with the private vehicle. Subject to budgets, Bay of Plenty
Regional Council aspires to provide an hourly service from 2019.
Whilst rail has not been seriously considered in transport planning to date,
despite the location of rail within the Omokoroa development, the Regional
Council has budgeted for a regional rapid transit study within the current
NLTP period.
• Given the significant crash risk in the corridor short term
investment (with a return period of ten years) should be
invested in the corridor to improve safety in the short to
medium term.
• With Bay of Plenty Regional Council, accelerate a
review of regional Rapid Transport (including rail)
• With Western Bay of Plenty District Council support the
investigation and development of options (including
Park and Ride) which support non-single occupancy
trips from Omokoroa.
Tauranga Northern Link (TNL)
Off-line 4-lane expressway The level of side friction between Te Puna and 15th Avenue coupled with
the levels of demand makes an online upgrade unfeasible, and therefore
an off-line alignment is considered appropriate.
However, further work is required on the utilisation of that capacity with
regard to providing choice and mode shift away from single-occupancy
vehicles.
How the wider transport system is used, the role of the adjoining strategic
network and priority of users to and within Tauranga City is critical to
achieving the GPS priorities. Presently, there is no clearly agreed
operational framework, capacity utilisation strategy, or wider investment
programme (including PT services, priority, travel demand management,
tolling) which demonstrates how the GPS priorities or Tauranga’s Transport
Programme are going to be achieved from investment in TNL. Until such
time as that is clear and the wider co-investment programme is understood
implementation of TNL should be deferred.
• Support TNL as the preferred alignment for linking Te
Puna to the City, with a multi-modal approach applied
to manage additional lane capacity
• Defer implementation of TNL until partners have an
agreed programme of co-investment which
demonstrates how the GPS priorities and outcomes
sought from the Tauranga Transport Programme are
going to be achieved within the context of the Northern
Corridor, City access and linkages to the Port and SH29.
RELEASED U
NDER THE OFFIC
IAL INFORMATIO
N ACT 1982
16
Current preferred Option Re-evaluation finding Re-evaluation recommendation
SH29 – Western Corridor
Multi-modal investment
including public transport,
walking and cycling and
travel demand
management in addition
to state highway
investment to address
safety and provide
appropriate access to
support Growth.
The project is in the early stages of development of a single stage DBC. The
approach taken has been multi-modal and collaborative and the
objectives have been refocussed to support growth.
The project is an important element of a collaborative partnership essential
to meet Tauranga’s obligations under the NPS-UDC
Whilst initially skewed towards a focus on SH infrastructure the DBC has
refocused to take a system approach – there is evidence of a robust
consideration of TDM as well as early conversations about the role of
technology at a sub-regional level
Timing pressures are significant with a narrow window to secure good public
transport and walking/cycling options as surrounding land use
development is progressing at a pace.
• The DBC be progressed to the long-listing to short listing
process with a hold point to test the short list with the NZ
Transport Agency prior to public consultation;
• Partners seek greater collaboration with developers of
Tauriko West and Tauranga Business Estate to seek
broader by-in and co-investment with the private sector
in a transport system solution.
RELEASED U
NDER THE OFFIC
IAL INFORMATIO
N ACT 1982
17
Programme, costs & outcomes
The table below outlines the proposed programme of work, timescales and current estimate of costs and key
benefits. In addition, an assessment of the proposals against the Government’s recently published Outcomes
Framework is presented. The framework states that the purpose of the transport system is to “improve people’s
wellbeing and liveability of places”. The Framework gives broad direction about how the transport system can
achieve this, by contributing to five inter-related outcomes as shown.
RELEASED U
NDER THE OFFIC
IAL INFORMATIO
N ACT 1982
18
Activity Timing Key Benefits Cost
($m)
A transport system that improves
wellbeing and liveability
Sh
ort
(20
18
-21
)
Me
diu
m (
202
1-2
7)
Lon
g (
2028
+)
Inc
lusi
ve
ac
ce
ss
He
alth
y &
sa
fe
pe
op
le
Ec
on
om
ic p
rosp
erity
Re
silie
nc
e &
se
cu
rity
En
viro
nm
en
tal
sust
ain
ab
ility
Land-Use & Transport Integration
Work with Western Bay of Plenty District Council and Bay of
Plenty Regional Council to support enhanced transport
system outcomes in the subsequent stages of development of
Omokoroa (linked to the PT plan below)
✓ • Optimises land-use/transport
integration
• Increased liveability
• Supports mode shift & travel choice
• Reduces single occupancy vehicles
$3-5m
PBC/DBC
Imp
unknown
H M H L M
Work with Tauranga City Council and Bay of Plenty Regional
Council to develop a transport system operating strategy and
investment programme for the Northern Corridor which
demonstrates how the GPS priorities and Tauranga Transport
Programme (TTP) goals will be achieved by investment in TNL.
To include:
• A network operating plan aligned to the TTP
• PT improvements plan (services and infrastructure)
• Implementation programme and co-investment plan
✓
Implement the findings of the above work ✓ ✓
Public Transport Investment
Develop an PT improvements plan following exploring the
potential for enhancing public transport choices in the SH2
corridor. Items to consider include:
• options for enhanced PT services
• capacity utilisation within the SH2 corridor
• Park and ride in the SH2 corridor
• Rapid transit (including rail) development
✓ • Supports mode shift & travel choice
• Reduces single occupancy vehicles
$3-5m
PBC/DBC
Imp
unknown
H M M L M
Implement the findings of the PT improvements plan ✓ ✓
System Interventions
Speed management & enforcement ✓ • DSI reduction (included in online
safety benefits)
unknown L VH L L L
RELEASED U
NDER THE OFFIC
IAL INFORMATIO
N ACT 1982
19
Activity Timing Key Benefits Cost
($m)
A transport system that improves
wellbeing and liveability
Sh
ort
(20
18
-21
)
Me
diu
m (
202
1-2
7)
Lon
g (
2028
+)
Inc
lusi
ve
ac
ce
ss
He
alth
y &
sa
fe
pe
op
le
Ec
on
om
ic p
rosp
erity
Re
silie
nc
e &
se
cu
rity
En
viro
nm
en
tal
sust
ain
ab
ility
SH Investment
Undertake online safety improvements and speed
management ~$50-150m
✓ ✓ • 5-10 DSI savings per 5 years 50-150 L H M M L
Waihi to Omokoroa
• Current Option 3 should be implemented with urgency
• The project team should continue to identify and propose
partial sections of corridor where median barriers could
be implemented effectively and provide value for money
• The speed enforcement regime should be reviewed with
police, including consideration of point-to-point.
✓ ✓
✓
• Reduction in five year deaths or
serious injuries by 23
• Increase in KiwiRap safety rating from
2 to 3.5
$81-$131 L VH M M L
Katikati Urban
• Property sales should be monitored in the area to acquire
land necessary for Option 5 as and when it becomes
available
• Low cost low risk measures should be examined for online
improvements which improve amenity including traffic
signals at SH2/Beach Road and SH2/Marshall Street
• Develop a peak period/event operations plan
✓
✓
✓
✓
✓
✓
• Improved amenity $16.06 –
property
as
required
$1-$5
L L L L L
Omokoroa to Te Puna
• Single stage business case for a revised option focussing
on safety, value for money and appropriate capacity to
support sustainable growth, in particularly, non-single
occupancy vehicles and public transport. The scope
should include adopting an 80kph speed environment, at
grade interchanges and the principal of online where it
presents best value for money.
• Pre-implementation, implementation and property
• Given the significant crash risk in the corridor short term
investment (with a return period of ten years) should be
invested in the corridor to improve safety in the short to
medium term.
✓
✓
✓ ✓
✓
• improved safety & choice
$150-
$250m
TBC
M VH M M L
Tauranga Northern Link
• Continue with property purchase
✓
✓
• improved safety & choice $424
plus
outcomes
from
M H M M L
RELEASED U
NDER THE OFFIC
IAL INFORMATIO
N ACT 1982
20
Activity Timing Key Benefits Cost
($m)
A transport system that improves
wellbeing and liveability
Sh
ort
(20
18
-21
)
Me
diu
m (
202
1-2
7)
Lon
g (
2028
+)
Inc
lusi
ve
ac
ce
ss
He
alth
y &
sa
fe
pe
op
le
Ec
on
om
ic p
rosp
erity
Re
silie
nc
e &
se
cu
rity
En
viro
nm
en
tal
sust
ain
ab
ility
• On the basis of the system planning undertaken by TCC,
NZTA and BOPRC recommence the pre-implementation
including specimen design
• Implementation
✓
✓
system
planning
SH29 Western Corridor
• Complete DBC
✓ • Optimise land-use/ transport
integration
• Increased liveability
• Supports mode shift & travel choice
• Reduces single occupancy vehicles
$2m H H M L M
RELEASED U
NDER THE OFFIC
IAL INFORMATIO
N ACT 1982
21
Appendix 1 – Omokoroa to Te Puna Options
RELEASED U
NDER THE OFFIC
IAL INFORMATIO
N ACT 1982
22
RELEASED U
NDER THE OFFIC
IAL INFORMATIO
N ACT 1982