Page i. Summary of feedback on the Draft South Island Freight Plan

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1 Page i Summary of feedback on the Draft South Island Freight Plan

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3 Page i Contents Introduction 1 Summary of the Draft South Island Freight Plan 3 Summary of feedback 6 Next steps 16 Appendix 1 Regional workshop notes 17 Appendix 2 Summary of written feedback 23

4 Page 1 Introduction The purpose of this report is to provide a summary and commentary on the feedback received on the Draft South Island Freight Plan. The Draft South Island Freight Plan was developed collaboratively by the major industry players. During the latter part of 2012 through to the beginning of 2013 the Transport Agency hosted a series of regional workshops around the South Island. These workshops provided a forum for freight stakeholders to share and discuss their ideas. As a result of these workshops, the Transport Agency and the South Island Strategic Alliance (SISA 1 ) convened a Governance Group to develop the Draft South Island Freight Plan. The Governance Group was assisted by a working group. The Governance and Working Groups included representatives of key freight stakeholders, KiwiRail, the Lyttelton and Otago Ports, regional councils and operators associations. As a result of this work the Draft South Island Freight Plan was released in July The Draft Plan can be accessed at: The Draft Plan was intended as a starting point for conversations about how all the organisations with an interest in the South Island s freight network can work together to improve its competitiveness and efficiency. A summary of the Draft Plan is included in the following section. 1 The SISA is a grouping of the mayors/chairs, supported by CEOs, of the combined Local Government NZ Zone 5 and 6 groups. The purpose of SISA is to provide for collaboration at a senior level responding to and managing a range of common and mutual interests to South Island local authorities.

5 Page 2 To facilitate conversations about the Draft Plan the Governance Group and local Road Transport Committees hosted a further round of regional workshops during July and August 2015 in Dunedin, Greymouth, Christchurch and Nelson. Local freight stakeholders were invited to attend to participate in these conversations. In total approximately 100 people attended the four regional workshops. The verbatim notes of these workshops are included as Appendix 1. Stakeholders were also given the opportunity to provide written feedback on the plan and 14 organisations did this. An index of these organisations is included as Appendix 2.

6 Page 3 Summary of the Draft South Island Freight Plan The South Island freight network is essentially based around a north/south spine along the east of the island with cross connections to the west over alpine passes. This is a largely linear network, covering long distances from north to south. This makes the South Island freight network challenging and complex with freight patterns always changing in response to changes in demand, productivity and routing of international trade. In 2014 the Ministry of Transport commissioned the National Freight Demand Study that provides data on freight movement across New Zealand both in terms of total movements and movements by mode. This study is based on 2012 data. A key step in developing the Draft South Island Freight Plan was an assessment, in light of the National Freight Demand Study of how freight is moving in the South Island currently and is forecast to change in the future. This assessment found that: The majority of freight (by weight) travels within the South Island s regions rather than across them. Canterbury has the biggest portion of the South Island freight task, accounting for approximately half of the total freight moved and this is forecast to continue into the future. The majority of freight is moved by road (91.4%), with a small percentage moved by rail (6.8%), coastal shipping (1.8%) and air, with this forecast to continue. Freight demand in the South Island is driven by a mix of primary sector and export growth and population growth and change. The projected freight growth in the South Island is substantial (68%), with an extra 47.7m tonnes of freight being carried in 2042 compared with This equates to an additional 4,667 truck trips (based on 44-tonne trucks) per day across the network. The greatest growth in freight demand is forecast to occur between 2012 and 2027, with the rate of growth slowing beyond then. The state highway network carries the greater part of the road freight movements, but there are also substantial road freight flows on parts of the local road network. Most of the products from primary production travel from the farm to factory on the local road network for at least part of the journey. The key rail line runs along the east coast of the island from Picton to Invercargill, with the midland line crossing Arthur s Pass and providing a rail connection to the West Coast. Maritime ports are also a critical part of the freight network. The vast majority of freight enters and leaves the island via a maritime port.

7 Page 4 Based on this freight story and the issues and opportunities identified by stakeholders at the first round of regional workshops in 2012 and 2013 the following priority areas were developed. Also developed was an assessment of what success would look like in each of the priority areas and the constraints and challenges currently faced in achieving this success. Priority area Future state (what success looks like) Constraints & challenges Leadership & partnerships The South Island has a strong and unified group representing all key freight stakeholders that can talk with one voice about the agreed freight needs for the South Island Insufficient funding No industry forum to put issues forward and monitor developments Blockages in key decision making Network The South Island freight transport network is efficient, safe, resilient, utilises the optimal mix of modes and supports South Island economic productivity Resilience, including alpine passes Journey time unreliability Bottlenecks to/at freight hubs Inappropriate land use adjacent to key freight hubs and corridors Risks to network availability Increasing journey times Bridge capacity Communication of network unavailability during weather and other events. Infrastructure investment Investment in the South Island freight transport network is the right investment in the right place at the right time Increasing journey times Journey time unreliability HPMV improvements Economic efficiency & effectiveness The South Island has efficient and effective freight supply chains that contribute to a thriving South Island and New Zealand economy Limited uptake of technology Uncertain supply of skilled workforce Sub-optimal logistics practises

8 Page 5 To overcome these challenges and constraints and achieve success in each of the priority areas a draft Action Plan was developed that includes South Island wide actions and region specific actions. In developing these actions the governance group aimed to achieve the best possible transport outcomes using a strategic approach. A framework was developed that included the following outcomes and each action was assessed against its ability to contribute to these outcomes. Table 1: Outcomes framework Outcomes framework Travel choice Optimising across freight modes (eg road, rail, sea and air) Journey Connectedness Land use integration Connecting communities Access to key freight hubs Outcomes Reliability Efficiency Resilience Safety Environment Optimising existing infrastructure Targeted investment in future capacity Key route protection Safer journeys Liveable communities Low environmental impacts To see the full list of draft actions refer to the Draft South Island Freight Plan, section 5 at:

9 Page 6 Summary of feedback From feedback received at the regional workshops in July and August 2015 and the written feedback, some key themes have emerged. The verbatim notes of the workshops are included as Appendix 1 and a summary of the written feedback received is included as Appendix 2. There is general support for the development of a South Island Freight Plan. However, there was widespread discussion about how to keep the plan alive. Concerns were expressed that the plan will be finalised and then there will be no drive to see it implemented and updated. There was universal agreement that we need to set up a structure and reporting to ensure the plan is implemented and updated as necessary. Feedback noted that the governance group, Regional Transport Committees, Territorial Local Authorities and the SISA all may have a role as champions of the South Island Freight Plan, holding organisations to account for its implementation and updating the South Island Freight Story and evidence base regularly. The weight of feedback also noted that freight producers should be more closely included in the finalisation of the plan, its implementation and any regular updates. While there was support for the plan, it was noted that the final plan should take a longer term view. Most of the actions proposed fall into the short (0-5 years) to medium (5-15 years) timeframe with few long term (15+ years) actions. The plan should look out into the long term as infrastructure provision is a long term investment. The draft plan includes a number of South Island wide and region specific actions addressing safety, resilience and optimising the mix of freight modes. Those that have commented on the plan noted that there should be a stronger focus on safety, resilience and the role of rail in moving freight. Those that provided feedback supported the region specific actions and some organisations have suggested additional actions. Most of these additional actions are aimed at extending the HPMV network. Overall feedback was that the HPMV network has added significantly to the movement of freight in the South Island but that more efficiencies can be realised if the HPMV network is extended across the state highway and local road network. Bridges in a number of regions were identified as hampering this. There was also feedback to include more information and give more importance to regional economic development in the plan. This includes acknowledging changing markets and local economies and freight responses to these changes. Some of the feedback called for more importance to be given in the plan to the development of freight hubs, rail links, ports and airports. This was also balanced by calls to rationalise the number of maritime ports in the South Island. The following table sets out the actions from the draft plan and notes the feedback that has been received about specific actions.

10 Page 7 Priority area South Island wide actions Feedback South Port have requested to be represented on the governance group 1. Continuation of the South Island Freight Governance Group that represents the views of different sectors, regions and transport modes in an integrated manner and development of a Terms of Reference for the group All actions contributing to leadership & partnerships are seen as positive, including those relating to keeping the plan up to date on an appropriately regular basis Road controlling authorities have the statutory responsibility of managing freight on their transport networks. Regional Councils are not road controlling authorities. So the role of guiding and coordinating the implementation of the Freight Plan should be the domain of road controlling authorities rather than Regional Councils. Support for the continuation of the governance group as the key group to manage and oversee the various outcomes of the plan. Leadership & partnerships 2. Foster and maintain regular engagement between industry, government, RTCs and stakeholders to identify and resolve emerging issues 3. Promote an industry led freight operators forum to raise issues and opportunities 4. Establish a working group to undertake further analysis to determine the scope of the workforce capacity and capability problem e.g. recruitment, retention, up skilling and driver licensing Support for the establishment and ongoing engagement of such a group. Such a group would provide a rich picture to the plan that is critical to understanding the nature of the freight task and how it will evolve South Port have requested to be represented on the working group 5. Maintain a sound information base to inform decision making by regular reviews of the freight task in the South Island Including changing freight patterns 6. Review progress with actions under the South Island Freight Plan and overcome obstacles with implementation

11 Page 8 Priority area South Island wide actions Feedback 7. Update the South Island Freight Plan as required 8. Increase customer focus and understanding of freight logistics across the sector and develop an appropriate communications plan 9. Promote opportunities to promote an optimal mix of modes TAs will not accomplish or be in a position to encourage modal shifts as this relies on the transportation network and options between regions. 10. Protect freight corridors and land areas adjacent to freight activities Network Infrastructure investment 11. Implement HPMV use of key freight routes 12. Define key freight routes and identify freight levels of service gaps across the network in relation to efficiency, safety and resilience 13. One Network Road Classification implementation including optimisation to address identified level of service gaps 14. Investigate and implement a programme of regional weigh facilities 15. Encourage off-peak movements of freight 16. Develop inland hubs and associated freight precincts to facilitate the consolidation, deconsolidation and distribution of freight Investigate rail network improvements and implement as appropriate 18. Investigate road network improvements for efficiency, safety and resilience and implement as appropriate Also need to include 50MAX vehicles and routes Consider including the minimisation of environmental impacts in this action Using the ONRC consider as of right HPMV routes allowing transport with HPMV on standard roads, set vehicles without the complicated permit system Important to the West Coast to maintain the viability of the Midland Line Support for the integrated use of rail to create efficiencies in the supply chain Should be seen as positive for the West Coast for reasons of reliability, capacity and resilience 2 Key freight hubs are ports, airport and hubs where freight activity transfers between modes at facilities that are used by multiple parties.

12 Page 9 Priority area South Island wide actions Feedback 19. Investigate improvements to the network to allow full HPMV use 20. Investigate port improvements and implement as appropriate Using the ONRC consider as of right HPMV routes allowing transport with HPMV on standard roads, set vehicles without the complicated permit system More needs to be done to invest and fund roading in rural New Zealand For the West Coast this may involve existing port companies and operators (Grey District Council) working with others especially if there are issues with the future of the Midland Line. New action proposed: consider and plan for the implications of the potential rationalisation of the number of maritime ports. Economic efficiency & effectiveness 21. Investigate airport improvements and implement as appropriate Identify opportunities for logistics chain efficiencies, especially at Ports, airports and freight hubs 24. Increase the efficiency and safety of the freight vehicle fleet 25. For the West Coast may involve airport companies and operators (WDC, GDC, BDC) working with others New action proposed: infrastructure should be provided to take advantage of new technologies There should be an action recognising RUC issues across the transport sector New action proposed: trucks should be encouraged to travel at slower speeds in urban areas

13 Page 10 Region- specific actions Feedback Implement a vehicle booking system at LPC Brougham Street optimisation Brougham Street corridor improvements Rail improvements along the rail corridor through greater Christchurch and at LPC It is important that any changes to Brougham street do not negatively impact on the surrounding communities and the people crossing Brougham street to access the central city It is important that any changes to Brougham street do not negatively impact on the surrounding communicates and the people crossing Brougham street to access the central city More focus should be placed on moving freight to LPC by rail rather than encouraging more trucks on Brougham street Increase back loading at LPC Empty container storage arrangements Canterbury Increase capacity of LPC, particularly to cope with projected container growth Protection of freight corridors and land areas adjacent to freight activities Development of an inland ports and associated freight precinct at Rolleston Increase Middleton Yard rail capacity Grade separations of rail and road at key locations Re-opening of Sumner Road to freight traffic Lyttelton long term access investigations Common user unpack and pack facilities adjacent to the Port or inland port Encourage off-peak freight movements

14 Page 11 Region- specific actions Feedback Increasing air freight capacity HPMV improvements to the network Improvements of north and west corridors One Network Road Classification implementation Christchurch Motorways Roads of National Significance Project Lyttelton Tunnel Safety Retrofit SH1 Rolleston Intersection Improvements HPMV T2 Darfield to Lyttelton Implement four-laning of SH1 through Timaru to the Port as outlined in the NZTA/TDC Timaru Transportation Strategy Support the construction of a second Ashburton River Bridge to relieve peak traffic congestion Mingha Bluff New action proposed: move port bound traffic off Norwich Quay onto an alternative freight route New action proposed: consideration should be given to a dedicated freight tunnel to LPC Kawarau Falls bridge replacement Otago Caversham Highway Improvements Stage 2 SH 6 - Glenda Drive

15 Page 12 Region- specific actions Feedback SH 1 - Flood Mitigation Projects This should include Seven Mile Road, Hilderthorpe, the Kakanui Timber Bridge (flooding at Alma) SH 1 - Andersons Bay Rd/Caversham Motorway Eastern Freight Bypass Upgrade Intersection of St Andrews Street and Anzac Avenue SH 1 Deborah Realignment SH 1 Katiki Erosion Protection SH 1 Waitati Curve Realignment SH 6 Cromwell Intersection Improvements SH6A Corridor Improvements Strategic Corridors: Warehouse Precinct Accessibility (SH1) Eastern Access Road SH88 walkway/cycleway, Dunedin to Port Chalmers SH1 cycle way, Oamaru to Pukeuri SH1 Cycleway in Dunedin Stock truck effluent disposal facilities Dredging the channel, Otago Harbour

16 Page 13 Region- specific actions Feedback New action proposed: production nodes like Studholme should be incorporated into the Plan by developing route criticality as part of the ONRC New action proposed: Kaitaki Strait Coastal erosion (Trotter Gorge Road) SH 1 - Edendale Realignment Southland SH 1 Elles Road Roundabout SH 1- Safety Improvements Stock Truck Effluent Disposal sites SH6 Resilience Project All West Coast actions are supported but also need to reference territorial authority projects and initiatives Taramakau Bridge replacement West Coast Stoney Creek Bridge replacement Passing Opportunity improvements Enhanced Network Resilience SH6, SH7, SH73 Ahaura Bridge replacement New Action proposed: investigate corridor improvements around HCV s versus cyclists on state highways and key local roads New Action proposed: investigate issue around HCV s versus tourist traffic on the same road New Action proposed: replacement of the Rough River Bridge between BDC and GDC

17 Page 14 Region- specific actions Feedback New Action proposed: Seismic assessment of GDC bridges New Action proposed: 50MAX screening of bridges - GDC New Action proposed: make SH73 Jacksons to Kumara available for full HPMV New Action proposed: make SH67 Mokihinui River Bridge available for full HPMV New Action proposed: make SH6 Iron Bridge available for full HPMV New Action proposed: make SH6 South of Fox Glacier available for full HPMV New Action proposed: ensure 50MAX is available as an open permit on the West Coast HPMV Nelson to Blenheim via SH63 HPMV Port Malborough to SH1 Nelson/ Marlborough/ Tasman HPMV Riverslands to Port Nelson HPMV Kaituna Sawmill to Port Nelson HPMV Spring Creek Rail Head to Port Nelson Wairau Bridge replacement New Action proposed: Reduce impact of inter-regional freight on State Highway One between Canterbury and Marlborough New Action proposed: Upgrade the Eves Creek bridge on SH63 to be fully HPMV compliant by 2017

18 Page 15 Region- specific actions Feedback New Action proposed: Nelson SH6 Rai Saddle 2 nd curve realignment New Action proposed: Nelson SH6 Quarantine Rd intersection upgrade New Action proposed: Marlborough Sh1/SH62 Spring Creek intersection upgrade New Action proposed: Nelson - Nelson Southern Link Investigation New Action proposed: Tasman - Richmond Arterial Investigation (Incl consideration of Hope Bypass) New Action proposed: Tasman - SH60 Richmond to Collingwood Investigation (incl consideration of Motueka Bridge widening and passing lanes) New Action proposed: Tasman - SH60 Motueka Investigation New Action proposed: Marlborough SH1 Picton to Christchurch Investigation (incl consideration of Weld Pass realignment and passing lanes) New Action proposed: Marlborough Nelson SH6 Blenheim to Nelson Investigation (incl consideration of Whangamoa realignment, Rai Saddle section C curve realignment and passing lanes) New Action proposed: Tasman SH60 Richmond to SH65 investigation (incl consideration of Hope Saddle realignment) New Action proposed: Nelson Weigh Facility New Action proposed: Marlborough Weigh Facility New Action proposed: a full HPMV upgrade of structures on Northbank Road

19 Page 16 Next steps Now that feedback on the Draft South Island Freight Plan has been summarised and analysed, the next step is to finalise the plan and begin its implementation. The Governance and Working Groups have begun work on this and intend to be able to publish a final South Island Freight Plan in Then implementation will begin and the Governance Group will have a role in keeping the plan alive, refreshed as necessary and monitoring progress against the plan.

20 Page 17 Appendix 1 Regional workshop notes The following record is the verbatim account of the notes that were produced at each of the regional workshops. DUNEDIN 23 JULY ATTENDEES 1. Need more emphasis on investment for the basis for infrastructure (roading) development milk )$2800) logs ($2600) A rethink on how investment is made for roading based on outcome. 2. Missing growth in tourist of the trades Self-drive growth cycle tours etc (?) 3. Resilience of the network the projected growth out of CHCH the total network issues The need for data for planning what do we do that will help future planning? It would help to know this how do we get this information Developing the network HPMV/50 max need to continue the work plan (NZTA) for str. That need to be placed or modified to increase HPMV/50 max Q1. CHCH the key But still need to make sure the regional specific actions are managed (fix the short term issues) TIMEFRAME Plan feels like fix it now no long term plan ie: 15+ years Should we be developing that 20 year plus electric vehicles / rail network Mix of models is this really being considered Community Priorities and Outcomes Freight generators? Need to foster and generate stronger ties with freight generators! => and/or producer groups Covered under Action 8? Increase in Customer Focus Comms and consultation with freight generators? - need to foster stronger ties with freight generators

21 Page 18 = => data / trends / improvements / growth? Kiwirail more inclusive in the readership and partnership priorities Action 15 Safer journeys imperative around the safety of drivers through off-peak hours = => Incl RCAs as part lead agency Actions 17, 18, 19 Commencement timeframes - commencing investigation or implementation? Priorities and outcomes How do you do SI collaboration? Where are the SI issues pulled together? Roll of governance group in drowning issues out? Where do RTCs sit in this space? ONRC implementation Included in Canterbury but not for Otago & Southland? Why? Bass data regularly updated always using up to date data. Will it be updates? Where will it be kept? How ill we get access to it? REGION SPECIFIC ONRC Implementation Incl under network of infrastructure investment -> whole of SI task nominally a BAU task for the next 3 years Protection of freight corridors? Be included across network of infrastructure investment Question Is Rail constrained by environmental factors or the ability of the rolling stock and engines to traverse the rail networks? Restrictive gradients!! ACTION 15, 16 & 17 Why is negative for liveable communities? Should be positive! Integration of RTC over their role in governance and planning the freight task and their influence overall. Promotion of and supporting initiatives for increase of skills and retention of drivers Involvement of large operators to be approached for feedback. INVESTIGATE OPPORTUNITIES for INVESTMENT / use of existing infrastructure ie: rail corridor. Opportunities / options to incentivise operators to utilise 24 hour operation / road use. Identify new technology to ensure increased awareness of safety and improved efficiency and compliance.

22 Page 19 Continuation of governance group Forum for freight producers and transport operators Document should go from governance to RTC RTC asked to review and look at their investment priorities NETWORK: Environmental impact effluent disposal, vibration, noise Refer map (pg50) to RTCs #15 add where appropriate Maintenance spend should be recognised BP roundabout, Frankton Electric blanket for Northern Motorway / Kilmog Rail Network resilience To port South Island Reflect the national work on industry profitability eg: HPMV, driver licencing rules, RUC Update HPMV route map noting choke points and constraints (over-dimension units) Encourage 30 year thinking for network investment and timing. WEST COAST 6 AUGUST ATTENDEES Not included in RLTP Jacksons to Kumara there are 3 bridges that are a major restriction. Can t run bigger than 44 tonne on them. To run bigger than 44 tonne have to go via Stillwater. Westport to Karamea, Mokonui Bridge not HPMV. Bealey Bridge restricted to 52 tonne. Need a more long term focus especially for enabling HPMV access. Rail link to Coast is vital and strategic for South Island. If this rail link is lost this will have a huge impact on road links ability to respond. Leadership how to keep document alive and up to date. Need to include primary producers (milk and coal) as they generate freight. Tla s and NZTA are just the link and respond. Action 1 = lead SISA/NZTA need to bring in operators and producers. Support for it. How do we make that work? Annual regional level focusing on freight and regional development. Widen scope/input/membership of RTCs to include freight producers and operators to have a more reflective/strategic view. Have freight observers/advisors on RTC. Need more focus on safety and resilience single lane bridges and passing opportunities. Need to focus on shared routes freight and tourism. Narrow, windy roads a problem for 50MAX and not wide enough turning radius. Lewis Pass should be classified as an arterial (or at least part of it) under ONRC. Response need consistency of classification if make an exception for Lewis Pass then open door to lots of exceptions and loss of standard classification. Lewis Pass had all the data needed to make an accurate assessment of ONRC classification. Stoney Creek is included. Need to ensure that it is not continually pushed out as has been in the past. Coal Creek overbridge may be a problem.

23 Page 20 Too keep plan alive need to review it regularly. Requirement for carriage way width re accommodating cycle ways as part ONRC and identify some routes where cycle tours and cyclists shouldn t be. What is missing? Export port for West Coast is needed. Need a Port for milk, coal, garnets, logs etc. Could only be a feeder port to Tauranga. Need to include rail resilience story in Action Plan. Need a longer term view of actions. Resilience is important for the Coast. Maintenance contract requirements. What are H & S thresholds for maintenance? Include the Alpine fault and critical connections. Governance Group to include producers, Fonterra, Westland Diary, Federated Farmers, Forestry, Goodman Fielder, Commercial Fishing, Talleys. CHRISTCHURCH 7 AUGUST 29 ATTENDEES Leadership and partnerships at the South Island level are critical. Start with a small, tight group and delivery. Include primary producers. Role to hold stakeholders to account and keep document alive need monitoring and reporting. Link to commercial and public decision makers. Need one South Island view with a joined up approach. Value capture. Who gets wider value/benefit? Who pays? Future of rail, what is its role? Optimal mix or road and rail. Loss of mainland line. How many competing ports? Where does coastal shipping fit? NLTP frustration on how developed and delivered. Split between local roads and RONs wrong, need more investment in local roads. Issue around funding. Is there enough $ in fund? Need to make it bigger. Resilience very important. If no alternative got big problems. Need better communication across sector. Need to include primary producers. What do communities think, especially about the increasing freight task? Form a governance structure who has mandate to form this group and provide oversight? Minister of Transport has a role. SISA is not there yet. Local government alone problem not right. Operators feel not involved how they want to be. Limited ways to get information into local government and planners. Missing ingredient is rich data from producers and operators regarding what is coming up, so planners/funders can be pro-active not reactive. Commercial sensitivity around this. Need historical and forward looking data.

24 Page 21 NELSON 11 AUGUST 29 ATTENDEES Port Marlborough to SH1 HPMV is sorted now and can be removed from the list. Alexander Bridge not SH60 and Motueka Bridge is important. But only part of whole journey and investment needed on this freight route. Support for up-skilling drivers. Need more focus on safety, safer journeys, linking to communities and tourism flows. Perception of movement of freight, lots of it, dusty and noisy. HPM connectivity is important. Governance discussion include local ports, federated farmers. Need smaller groups feeding into South Island group. How do we have a SI view and a local view? How do we turn things into concrete action? Lack of input from primary producers. Should they be part of RTC? Would need a strong argument for one RTC for the top of the south. Not enough recognition of local issues stock trucks and effluent dump sites. Need an effluent dump site in the Rye valley. Resilience of the Pelorus Bridge, Wairau Bridge and Whangamoas critical. How will the detour roads stand up? Freight plan is a moving target as the freight sector moves quickly. Need time frame to review/refresh/monitor document in 18 months. Is data accurate? Should the data be revisited? Need to address journey times, reliability and resilience. Seasonality important in the region. Peak freight production at the same time as high tourism and construction season. Need more passing lanes. Need to look at value of tonnage not just tonnage for investment decisions. Congestion through Nelson City due to freight movement. Quiet on climate change and environmental benefits and sustainability triple bottom line. Marlborough to Kaikoura and Picton to Nelson are two quite different routes and the plan needs to acknowledge that. Funding have we got it right? Regional $ generated should be spent regionally. What are the investment opportunities? This region is underfunded so need to address this. What is missing?- freight through Blenhiem, resilience of the Kaikoura coast and the inland route, bridges. Update RLTP and feed into draft South Island Plan. Include review of VDAM into Plan. Impact of freight on communities from 24 hour port operations and noise at night. Conflict of freight, transport and residential roads.

25 Page 22 Expect a submission to bring Tasman/Nelson/Marlborough up to date re actions in RLTP. Keep document alive via discussions regionally. Role of RTC in this. Governance via an annual forum with industry and producers involved. NZTA involvement and resourcing of governance and updating in time for next RLTP.

26 Page 23 Appendix 2 Summary of written feedback In addition to the feedback received from attendees at the regional workshops the following organisations provided written feedback. Item Organisation Summarised Feedback 1 Southern Furniture Movers Ltd Plan is a valuable document Safety should be prioritised with roading Profitability should be recognised for operators Recognise RUC issues across the transport sector Involve all parties from producers to government 2 South Port Request to include South Port in project groups and further work on the Plan Request to amend section 2.10, paragraph 2 to note that South Port s physical parameters do not prevent it from offering a full range of freight services 3 4 Kaikoura District Council Road Transport Forum Chair Increased freight movements should be accomplished with fewer greenhouse gas emissions More data should be provided on the costs and emissions of all freight modes, road, rail, sea and air Inter-island freight should have its own map in the Plan All HPMV constraints should be included Container trade should be reported in tonnages not by container Action 9, tla s are not in a position to encourage modal shifts Proposed new Action: Reduce impact of inter-regional freight on SH1 between Canterbury and Marlborough For the Plan to be effective in the future there needs to be regular reviews and conversations with the trucking industry Actions should be weighted and prioritised

27 Page New Zealand Transport Agency, Central Region Lyttelton Mt Herbert Community Board Grey District Council The Plan is light on source data details and recognising what is currently being achieved Insufficient recognition given to the need to establish freight hubs Fails to recognise imbalance of freight flows both intra and inter-region. Regional development incentives should assist with this Classification of freight types is not mentioned Major disaster contingency planning is not included Consider general HPMV access across whole network Correction, page 16, section 2.6 there is no Port in Tasman Include more information on regional economy of Tasman/Nelson/Marlborough Update maps and references to District Plan and Policy reviews Page 37 include dust in adverse community impacts Consider including adverse environmental impacts as a challenge under the network priority Action 12 include minimising environmental impacts along with efficiency, safety and resilience Update Nelson/Tasman/Marlborough region actions to include: Nelson - SH6 Rai Saddle 2 nd curve realignment Nelson - SH6 Quarantine Rd intersection upgrade Marlborough - SH1/SH62 Spring Creek intersection upgrade Nelson - Nelson Southern Link Investigation Tasman - Richmond Arterial Investigation (incl consideration of Hope Bypass) Tasman - SH60 Richmond to Collingwood Investigation (incl consideration of Motueka Bridge widening and passing lanes) Tasman SH60 Motueka Investigation Marlborough SH1 Picton to Christchurch Investigation (incl consideration of Weld Pass realignment and passing lanes) Marlborough Nelson SH 6 Blenheim to Nelson Investigation (incl consideration of Whangamoa realignment, Rai Saddle section C curve realignment and passing lanes) Nelson Weigh Facility Marlborough Weigh Facility The local Lyttelton community aspires to moving port bound traffic off Norwich Quay onto an alternative freight road but during this process it has become clear that this long held aspiration is unlikely to be achievable even in the medium term, if ever. Sumner Road/Evans pass is not an appropriate and resilient alternate route for dangerous and oversized freight. The Board welcomes the opportunity to be further involved in the development of the Plan Draft plan is a significant body of work and provides an excellent foundation document Data and information in the Plan needs to be kept up to date For the West Coast efficient, safe and resilient links to other regions are very important. The Midland rail line has a critical role to play in this

28 Page Johnson Bros Transport, also support from members of Buller Road Transport Association Christchurch City Council Increasing tourism is generating freight and adding to the traffic volume and mix on the network Consideration should be given to investigation the economic viability of a West Coast deep sea port and upgrading the existing river ports Air freight from the West Coast (Hokitika and Greymouth) should be investigated further The State Highway and local road network should be maintained and enhanced to a high standard The provision of alternatives to the SH network need to be considered Update the maps Support for maintaining and enhancing reliability, capacity and resilience South Island Wide Actions: Leadership all actions seen as positive Network need to include 50MAX vehicles Infrastructure Improvements Action 16 maintain viability of the Midland Line Action 18 positive for the West Coast Actions 20 & 21 may involve existing port and airport companies and operators working with others Proposed new Action investigate issues around HCV s and tourist traffic on same road Proposed new Action investigate improvements around HCV s and cyclists on SH and key local roads West Coast Region Specific Actions all supported Need to include local road projects, e.g. Rough River Bridge replacement, seismic assessment and 50MAX screening of GDC Bridges Include more informatio9n about the West Coast s economic development and regional context Options available to West Coast transport operators are more limited that on the east coast HPMV on all main routes is critical The road links to Nelson and Christchurch and the rail link to Christchurch are critical. These road links are hampered by restrictions on SH bridges: SH73 Jackson to Kumara 2 bridges on this route not allowing HPMV SH67 Mokihinui River Bridge no HPMV access to Karamea and no alternatives SH6 Iron Bridge subject to HPMV restrictions and is main link between West Coast and Nelson SH6 South of Fox Glacier 3 bridges not allowing HPMV 50MAX is not available with an open permit with any West Coast road controlling authorities Increasing level of heavy interactions with tourist traffic Supportive of the draft plan It should be clear where freight is placed in the hierarchy of transport modes. The Freight Plan needs to be clear that freight needs will have to be balanced with the requirements of other transport functions and modes. Data and predictions in the plan should be updated. A range from a low growth to a high growth scenario should be used rather than a single figure. Should aspire to increase the mode share of rail freight and the integration of road and rail with plans in place to achieve this

29 Page Waitaki District Council West Coast Road Transport Association, also support from Westland Milk Products, Service Cartage Ltd, Croft Transport Ltd Marlborough Roads Road Transport Association It is important proposed changes to Brougham Street do not negatively impact on the surrounding communities and the accessibility and economic function of the City. More focus should be put on moving more freight by rail rather than encouraging more trucks on Brougham Street A long term resilient access option to Lyttelton should be considered, including consideration of an additional dedicated freight tunnel to the Port and avoiding port freight travelling through the urban area of Lyttelton. The negative impact of road freight traffic on communities should be managed, including reducing rat-running through residential communities and speed. The plan should consider the potential role of new technologies to improve the efficiency and safety of the freight task, such as; the renewables highway, driverless vehicles, drones, electric vehicles and electric bikes (cycle couriers). The role of guiding and coordination the implementation of the Plan should be the domain of road controlling authorities, rather than regional councils Need to explore the vulnerabilities of an uncertain future fuel supply and price on freight demand Amend the table on page 4 to refer to future fuel supply as a constraint and challenge Rationalisation of the number of ports and airports should be considered and planned for Supports the plan Issues that impact on local economic performance require greater emphasis to ensure links in the freight chain remain secure e.g. expansion of dairy production and mining production and the introduction of 50MAX on the local network Route criticality should be included as part of the ONRC Investment funding should be considered to ensure the capability of parts of the local road network as alternate routes/detours for the SH in case of SH road closure Update maps Higher priority needs to be given to expanding the HPMV network on the state highways and removal of the current bridge restrictions SH73 Jackson to Kumara 2 bridges on this route not allowing HPMV SH67 Mokihinui River Bridge no HPMV access to Karamea and no alternatives SH6 Iron Bridge subject to HPMV restrictions and is main link between West Coast and Nelson 50MAX is not available with an open permit with any West Coast road controlling authorities Include the following actions: Marlborough full HPMV upgrade of structures on Northbank Road Plan is a critical analysis to better understand the nature of freight movement Supports the continuation of the governance group to manage and oversee the outcomes of the Plan Supports the establishment and ongoing engagement of an industry led freight operators forum

30 Page 27 Consider a more collaborative approach for the various land transport forums, committees and working groups that currently exist Use the ONRC to provide a roading standard that allows HPMV and 50MAX by right, doing away with permits on key freight routes Increase investment in rural roading Supports the integrated use of rail Further analysis is needed of the percentage of trips to farm not just from farm 14 Philip Wareing Ltd Welcomes the plan and the opportunity to comment on it The FAR should be increased to assist local authorities in maintaining local road networks. More should be spent on local roads Congratulations on progress with the 50MAX network so far but more of the network needs to be opened up to 50MAX. Speed up improvements on the HPMV network Strengthen the local road network to build resilience within the network

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