Agenda of Urban Form and Transport Development Committee Meeting

UNCONFIRMED Urban Form and Transport Development Committee Meeting Minutes

21 July 2020

MINUTES

Urban Form and Transport Development Committee Meeting

Tuesday, 21 July 2020

Order Of Business

1 Apologies. 3

2 Public Forum.. 3

3 Acceptance of Late Items. 3

4 Confidential Business to be Transferred into the Open. 3

5 Change to Order of Business. 3

6 Confirmation of Minutes. 4

6.1 Minutes of the Urban Form and Transport Development Committee meeting held on 9 June 2020. 4

7 Declaration of Conflicts of Interest 4

8 Deputations, Presentations, Petitions. 4

8.1 Presentation - Transport System Plan - presented by Neil Mason (TSP Project Director), Dean Kimpton (Chair, TSP Governance Group), Alistair Talbot (Team Leader: Transport Strategy and Planning) 4

8.2 Presentation - Tauranga Transport Model - presented by Alistair Talbot (Team Leader: Transport Strategy and Planning), Bala Arumugham (Principal Transport Modeller), and Bruce Robinson (Principal Transport Advisor) 5

9 Business. 6

9.7 Infrastructure Resilience Projects Proposed Scope Cost and Programme for LTP. 6

9.1 Tauranga City Plan Review Project 7

9.6 Covid-19 Recovery (Fast-track Consenting) Bill 8

9.5 Arataki Bus Facility. 9

11 Public Excluded Session. 10

11.1 Public Excluded Minutes of the Urban Form and Transport Development Committee Meeting held on 9 June 2020. 10

11.2 Arataki Bus Facility……………………….……………………………………………….10

9 Business (continued) 10

9.5 Arataki Bus Facility (continued)………………………………………………………….11

9.3 Transport & Water Strategy and Planning Projects Progress Report - July 2020. 12

9.4 Emergency Vehicle Access 17th Avenue to State Highway 2/29. 13

9.5 Arataki Bus Facility (continued)………………………………………………………….13

9.2 Te Papa Spatial Framework and Housing Choice Plan Change - Shape your City Engagement Summary and Response. 15

10 Discussion of Late Items. 16

MINUTES OF Tauranga City Council

Urban Form and Transport Development Committee Meeting

HELD AT THE Tauranga City Council, Council Chambers, 91 Willow Street,

Tauranga

ON Tuesday, 21 July 2020 AT 9.30am

PRESENT: Cr Larry Baldock (Chairperson), Cr Heidi Hughes (Deputy Chairperson), Mayor Tenby Powell, Cr Jako Abrie, Cr Kelvin Clout, Cr Bill Grainger, Cr Dawn Kiddie, Cr Andrew Hollis, Cr Steve Morris, Cr John Robson, Cr Tina Salisbury, and Te Pio Kawe (Tangata Whenua representative)

IN ATTENDANCE: Marty Grenfell (Chief Executive), Nic Johansson (General Manager: Infrastructure), Christine Jones (General Manager: Strategy & Growth), Andy Mead (Manager: City & Infrastructure Planning), Janine Speedy (Team Leader: City Planning), Carl Lucca (Programme Director: Urban Communities), Alistair Talbot (Team Leader: Transport Strategy & Planning), Campbell Larking (Team Leader: Planning Projects), Peter Siemensma (Senior Transport Planner), Clare Cassidy (Principal Transport Planner), Karen Healey (Team Leader: Strategic Property), Joel Peters (Team Leader: Engagement), Steve Raynor (Resilience Specialist: Infrastructure & Urban Form), Robyn Garrett (Team Leader: Committee Support), and Jenny Teeuwen (Committee Advisor)

1 Apologies

Nil

2 Public Forum

Nil

3 Acceptance of Late Items

Nil

4 Confidential Business to be Transferred into the Open

Nil

5 Change to Order of Business

The Chairperson advised that the order of business could change during the meeting due to staff and external presenters availability and to facilitate item 9.5 – Arataki Bus Facility, being taken at 1pm.

6 Confirmation of Minutes

6.1 Minutes of the Urban Form and Transport Development Committee meeting held on 9 June 2020

Committee Resolution UR4/20/1

Moved: Cr Tina Salisbury

Seconded: Cr Dawn Kiddie

That the minutes of the Urban Form and Transport Development Committee meeting held on 9 June 2020 be confirmed as a true and correct record.

Carried

7 Declaration of Conflicts of Interest

Nil

8 Deputations, Presentations, Petitions

8.1 Presentation - Transport System Plan - presented by Neil Mason (TSP Project Director), Dean Kimpton (Chair, TSP Governance Group), Alistair Talbot (Team Leader: Transport Strategy and Planning)

A copy of the presentation for this item can be viewed on Tauranga City Council’s website in the Minutes Attachments document for this committee meeting.

Attachment

1 Presentation - Western Bay of Plenty Transport System Plan

Key Points

· The purpose of the Transport System Plan (TSP) project was to translate the Urban Form and Transport Initiative (UFTI) into implementation.

· The TSP project was progressing well and currently delivering ‘on programme’.

· Steps one to four of the Transport System Operating Framework (TSOF) development had been completed. Step five was currently underway.

· Key achievements included a strong collaboration between partners, investment objectives being signed off by all partners, an escalation process being established, and a successful full day optioneering workshop with partners and specialists.

· The very tight deadline of 1 September 2020 for the Regional Land Transport Plan (RLTP) review was a key challenge.

· The next steps included completing TSOF Step five, and working with partners to prepare RLTP and Long Term Plan (LTP) inputs.

In Response to Questions

· The TSP Governance Group was committed to undertaking community engagement but what that might look like and how that was presented was still being considered.

· How the city develops and grows (its urban form, how we want to live, learn, work and play) was an inherent input to the TSP.

· The financial gap in funding after apportioning costs would require working with the Crown on innovative solutions.

· There was a need for a clear plan and programme for transport capital projects going forward.

· Decisions around the RLTP submission would be made through the Regional Transport Committee.

· State Highway 29A and connections to and from it were high on the priority list.

A copy of the presentation for this item can be viewed on Tauranga City Council’s website in the Minutes Attachments document for this committee meeting.

Attachment

1 Presentation - Tauranga Transport Model

Key Points

· The Tauranga Transport Model (TTM) was a key tool to help understand the transport projects programme and the economics associated with the projects.

· The model is a long-standing partnership activity with Bay of Plenty Regional Council (BOPRC), Western Bay of Plenty District Council (WBOPDC), Tauranga City Council (TCC), and Waka Kotahi (New Zealand Transport Agency – NZTA)

· The model had strategic, operational, cycle, public transport, freight and pedestrian components.

· There was limited capability in the model for ferry and rail modelling.

In Response to Questions

· The TSP was using the model to help inform some of its direction and activities.

· Model design or strategy undertaken was representative of the conditions of an average week day.

· The model did not drive decisions but supported what was trying to be done and would produce forecasts.

· Most of the data sources were available, however, some were confidential.

· It was not common at a practitioner level to have the model run backwards.

· The model was recalibrated every five years, generally post census. The next correction would happen at the end of this year.

At 10.50am, the meeting adjourned.

At 11.05am, the meeting resumed.

At 11.05am, Mayor Tenby Powell left the meeting.

Item 9.7 was taken next.

9 Business

9.7 Infrastructure Resilience Projects Proposed Scope Cost and Programme for LTP

Staff Steve Raynor, Resilience Specialist: Infrastructure & Urban Form

Campbell Larking, Team Leader: Planning Projects

A copy of the staff presentation for this item can be viewed on Tauranga City Council’s website in the Minutes Attachments document for this committee meeting.

Attachment

1 Presentation - Resilience Project

Key points

· The Infrastructure Resilience Project was started in 2017.

· Key hazards included liquification, harbour erosion, sea level rise and flooding.

· Some 300 mitigation projects had been identified with total project costs estimated at $900 million.

· 94% of projects had a flooding component. More than 50% of projects had four or more identified hazards.

· Sufficient information was now available to begin discussions on project inclusion in the 2021/24 LTP.

· Next steps included a technical prioritisation process and reporting back on prioritisation outcomes.

· Any project undertaken would deliver a measured resilience benefit for the city.

In response to questions

· There was no formal integration with the TSP and TTM at this stage. The resilience projects were to be delivered over time. The analysis of where hazard hot spots were would inform infrastructure projects going forward.

· The three waters infrastructure and roading were the primary horizontal assets.

· A list of the most serious hazard issues would be available and considered as part of the LTP process.

Committee Resolution UR4/20/2

Moved: Cr John Robson

Seconded: Cr Jako Abrie

That the Urban Form and Transport Development Committee:

(a) Receives the Infrastructure Resilience Projects Proposed Scope Cost and Programme for LTP report.

(b) Notes the progress made on the Infrastructure Resilience Project.

Carried

Item 9.1 was taken next.

9.1 Tauranga City Plan Review Project

Staff Janine Speedy, Team Leader: City Planning

David Phizacklea, Project Manager (Contractor): City Planning

Andy Mead, Manager: City & Infrastructure Planning

A copy of the staff presentation for this item can be viewed on Tauranga City Council’s website in the Minutes Attachments document for this committee meeting.

Attachment

1 Presentation - City Plan Review Project

Key points

· There were legislative requirements to review the City Plan every 10 years. There was also the National Planning Standards requirement that the City Plan be notified by 2024.

· Most councils, including regional councils, were going through the same process now.

· Four key drivers – key challenges and opportunities, higher level planning documents, alignment with council strategies, and plan usability and legal risk.

· Four review options – city plan roll-over (bare minimum), delay city plan review, comprehensive review, review incorporating existing plan changes. Option 4 was recommended to meet Resource Management Act requirements and address national planning standards and policy direction.

· The review was an opportunity to engage positively with the community, tangata whenua, stakeholders and developers.

· An external consultant had been engaged to work with TCC’s Communications team on a communications and engagement plan which would be continuously revisited and reviewed throughout the project.

· The project structure included governance, sponsors, project direction, implementation and workstreams.

· There were two governance options - through the Urban Form and Transport Development Committee (UFTD) or a City Plan Sub-Committee. Both options required full Council to approve the release of draft and proposed new Tauranga City Plan.

· Three risks in particular were highlighted - timing of the Regional Policy Statement (RPS) review, proposed Resource Management Act (RMA) reforms, and the project scope increasing and resourcing being insufficient.

· There was funding in the LTP for the project planning process, however, this had been identified as being insufficient and it was proposed that additional funding be provided to ensure all workstreams could be carried out.

· The total cost for the City Plan Review was estimated at $19.7 million, the majority had already been budgeted for.

In response to questions

· Alignment with WBOPDC’s plan review was as much as was possible. There had been no conversation regarding one plan. It was expected that both plans would look the same, but would have different content.

· TCC was currently within the RMA timeframe.

· Governance costs included were for hearing submissions.

· The NPS-Urban Development decision was due to be released on 23 July 2020.

· It was intended that the principles for the wider community and tangata whenua engagement be the same.

· The UFTI work was being converted into a full spatial plan which would include the concept of an iwi spatial plan layer, and this would require engaging with iwi land trusts.

· RMA accreditation would not be required to sit on the review sub-committee but it would be helpful.

· An open workshop for councillors on the city plan review would happen sometime in September/October.

Committee Resolution UR4/20/3

Moved: Cr Larry Baldock

Seconded: Cr John Robson

That the Urban Form and Transport Development Committee:

(a) Endorse the Tauranga City Plan Review – Project Plan (Attachment 1);

(b) Proceed with Option 4 to undertake a comprehensive review, incorporating the existing plan changes.

Carried

Item 9.6 was taken next.

9.6 Covid-19 Recovery (Fast-track Consenting) Bill

Staff Andy Mead, Manager: City & Infrastructure Planning

Campbell Larking, Team Leader: Planning Projects

Key points

· The Bill was in response to Covid-19 and to re-stimulate the economy.

· TCC was largely in support of the Bill, however some key issues needed to be addressed. These were outlined in the report.

· The Environment Committee would consider submissions and make recommendations to parliament. The bill was expected to be passed into law within the next one to two months.

In response to questions

· There was confidence that the right outcomes would be achieved when using the fast-track consenting option.

· The process for the Fast-track Bill and Special Housing Areas were not dissimilar. The Fast-track Bill was broader as also dealt with infrastructure and other types of assets, not just housing.

· Any risk regarding Development Contributions would be in the process, and not the legislation.

At 12.22pm, Cr Dawn Kiddie left the meeting.

Committee Resolution UR4/20/4

Moved: Cr Jako Abrie

Seconded: Cr Kelvin Clout

That the Urban Form and Transport Development Committee receives the submission (Attachment 1) on the Covid-19 Recovery (Fast-track) Consenting Bill lodged with the Environment Committee on 20 June 2020.

Carried

At 12.30pm, the meeting adjourned.

At 1pm, the meeting resumed

At 1.00pm, Cr Dawn Kidde re-entered the meeting.

Item 9.5 was taken next.

9.5 Arataki Bus Facility

Staff Alistair Talbot, Team Leader: Transport Strategy & Planning

Clare Cassidy, Principal Transport Planner

Karen Healey, Team Leader: Strategic Property

Joel Peters, Team Leader: Engagement

External David Cosgrove, Divisional Development Manager, AMP

Bron Healy, Principal Advisor - Regional Development, Bay of Plenty Regional Council

Anthony Cross, Contractor, Bay of Plenty Regional Council

A copy of the staff presentation for this item can be viewed on Tauranga City Council’s website in the Minutes Attachments document for this committee meeting.

Attachment

1 Presentation - Arataki Bus Facility

Key points

· Farm Street was currently the second busiest public transport facility across the network, both from an origin of destination and transfer perspective. The site was inadequate for its current and future use.

· Many sites had been investigated. Two sites had been shortlisted – the site currently used by St John Ambulance on Girven Road and a location within the Bayfair site accessed from Farm Street.

· Manoeuvring around the St John site was difficult. Transport modelling on this site showed that delays would be created on Girven Rd and Farm St, however this could be eased through traffic light phasing.

· Both sites were technically feasible but both had issues. The Bayfair site did out-perform the St Johns site on some of the issues.

· Both options required the development of a business case to be eligible for National Land Transport Fund investment.

· Both sites were likely to require a publicly notified resource consent process.

· As part of the engagement programme structure, a joint stakeholder reference group was proposed which would include representatives of all interest groups.

· The next steps included further development of the design and cost for one or both options and to progress with stakeholder and wider public engagement.

· Mr Cosgrove provided the following details for Bayfair. Bayfair covered 42,500 square metres and had 6.5 million visitors annually. There were 1937 carparks, 102 new carparks being added recently. Bayfair believed that having the bus facility be part of their site was eminently suitable. They were happy to work with Council and were ready to go now.

In response to questions

· The Bayfair boarding numbers did not include the number of passengers getting off the bus or the number of passengers already on the bus.

· There was a significant number of school children using the facility travelling to and from school.

· The integrated ticketing system being introduced next week would provide better user number information from the Regional Council but the information gathered over the first month was likely to be mixed.

· The survey sample size was around 400.

· An express service down Maunganui Rd was being considered as part of the TSP project.

· The stakeholder reference group would decide how best to capture all interest groups. It was likely that Bayfair staff would be represented on the group.

· The St Mary’s site (across the road from the St John site) had been previously discounted as being too small.

· The draft AP included $100,000 for design costs. Engagement costs would be in addition to that.

· Bayfair staff numbers were around 1,200 maximum at any one time.

At 1.40pm, Mayor Tenby Powell re-entered the meeting.

At 1.40pm, the discussion on this item was continued in the Public Excluded session.

11 Public Excluded Session

RESOLUTION TO EXCLUDE THE PUBLIC

Committee Resolution UR4/20/5

Moved: Cr Dawn Kiddie

Seconded: Cr Kelvin Clout

That the public be excluded from the following parts of the proceedings of this meeting, with the exception of Mr David Cosgrove, Divisional Development Manager, AMP, as spokesperson for the owners of Bayfair, and Mr Bron Healy, Principal Advisor Regional Development and Mr Anthony Cross, Contractor, from Bay of Plenty Regional Council, as their specialist knowledge of The Arataki Bus Facility report will assist in the discussion of item 11.2 – Arataki Bus Facility.

The general subject matter of each matter to be considered while the public is excluded, the reason for passing this resolution in relation to each matter, and the specific grounds under section 48 of the Local Government Official Information and Meetings Act 1987 for the passing of this resolution are as follows:

General subject of each matter to be considered

Reason for passing this resolution in relation to each matter

Ground(s) under section 48 for the passing of this resolution

11.1 - Public Excluded Minutes of the Urban Form and Transport Development Committee Meeting held on 9 June 2020

s7(2)(i) - the withholding of the information is necessary to enable Council to carry on, without prejudice or disadvantage, negotiations (including commercial and industrial negotiations)

s48(1)(a) - the public conduct of the relevant part of the proceedings of the meeting would be likely to result in the disclosure of information for which good reason for withholding would exist under section 6 or section 7

11.2 – Arataki Bus Facility

s7(2)(i) - the withholding of the information is necessary to enable Council to carry on, without prejudice or disadvantage, negotiations (including commercial and industrial negotiations)

Carried

At 1.55pm, the meeting resumed in Open Council and continued with Item 9.5 – Arataki Bus Facility

9.5 Arataki Bus Facility

Committee MOTION

Moved: Cr Heidi Hughes

Seconded: Cr John Robson

That the Urban Form and Transport Development Committee:

a) Receives the report “Arataki Bus Facility”

b) That TCC engage with Regional Council on a concept of revised Governance and management arrangements with the purpose of a more integrated approach to infrastructure and system planning for public transport in Tauranga.

c) Engage with a joint stakeholder reference group and broader community on the multi-modal options and their implications for transport facilities in the Arataki area.

d) That information from the public transport integrated ticketing system is used to inform decision making when it becomes available.

Mayor Tenby Powell and Deputy Mayor Tina Salisbury were required to attend another meeting. The Mayor requested that the Motion be left to lie on the table until their return as both wanted to particpate in the debate and decision for this item.

Committee Resolution UR4/20/6

Moved: Mayor Tenby Powell

Seconded: Cr Andrew Hollis

That the Motion for item 9.5 – Arataki Bus Facilty be left to lie on the table until later in the meeting when Mayor Tenby Powell and Deputy Mayor Tina Salisbury would be present to participate in the debate and decision for this item.

Carried

At 2.35pm, Mayor Tenby Powell and Deputy Mayor Tina Salisbury left the meeting.

At 2.38pm, Te Poi Kawe left the meeting.

Item 9.3 was taken next.

9.3 Transport & Water Strategy and Planning Projects Progress Report - July 2020

Staff Andy Mead, Manager: City & Infrastructure Planning

Alistair Talbot, Team Leader: Transport Strategy & Planning

Key points

· Waters – the Nanako Stream stormwater consent to enable development of the Kennedy Road area in Pyes Pa West (The Lakes) had now been lodged with Bay of Plenty of Plenty Regional Council.

· Transport –discussions with Waka Kotahi (NZTA) were ongoing in respect of options and design elements of the Tauranga Northern Link (TNL) project and the Tauriko business case.

· The Urban Form and Transport Initiative (UFTI) project had been completed.

In response to questions

· The Parking Strategy had been underway for a couple years and was awaiting direction from UFTI to proceed. UFTI had now been delivered and an options paper to consider the next steps for the Parking Strategy would be bought back to an upcoming UFTD Committee meeting.

· The ‘Point of Entry’ submitted to the NZTA delegations approval committee for urgent safety improvements on Totara Street, provided background information and referred to the point where the investigation should begin.

· Tasman Quay as an option for truck transport would be considered as part of the Transport System Plan (TSP) project.

· Modelling to show the effects on traffic volumes on Cameron Road if there was an available connection to Takitimu Drive would be included in the UFTI and TSP modelling.

Committee Resolution UR4/20/7

Moved: Cr Kelvin Clout

Seconded: Cr Jako Abrie

That the Urban Form and Transport Development Committee receives the Transport & Water Strategy and Planning Progress Report – July 2020.

Carried

At 2.55pm, the meeting adjourned.

At 3.10pm, the meeting resumed.

Item 9.4 was taken next.

9.4 Emergency Vehicle Access 17th Avenue to State Highway 2/29

Staff Peter Siemensma, Senior Transport Planner

Alistair Talbot, Team Leader: Transport Strategy & Planning

External Anne Fosberry, Technical Director, Infrastructure, Aurecon

In response to questions

· The final design was not yet available from NZTA. An emergency path between the bridge abutments would be challenging in terms of acceleration and site lines.

Committee Resolution UR4/20/8

Moved: Cr Larry Baldock

Seconded: Cr Jako Abrie

That the Urban Form and Transport Development Committee:

(a) Agrees to not progress with further investigation including design and engagement on a potential 17^th Avenue emergency vehicle access to state highway at this stage.

(b) Agree that the Cameron Road short-term multi-modal project will consider how responses may support improved access for emergency vehicles (through use of bus clearways; intersection priority) along Cameron Road.

(c) Agrees Tauranga Transport Operating System SCATS investigation (through TTOC) will consider the benefits of purchasing a module with an extension element for emergency vehicles.

Carried

At 3.20pm, the meeting adjourned.

At 3.30pm, the meeting resumed.

At 3.30pm, Mayor Tenby Powell and Cr Tina Salisbury re-entered the meeting.

The meeting returned to Item 9.5 – Arataki Bus Facility

9.5 Arataki Bus Facility

Committee MOTION

Moved: Cr Heidi Hughes

Seconded: Cr John Robson

That the Urban Form and Transport Development Committee:

(a) Receives the report “Arataki Bus Facility”

(b) That TCC engage with Regional Council on a concept of revised Governance and management arrangements with the purpose of a more integrated approach to infrastructure and system planning for public transport in Tauranga.

(c) Engage with a joint stakeholder reference group and broader community on the multi-modal options and their implications for transport facilities in the Arataki area.

(d) That information from the public transport integrated ticketing system is used to inform decision making when it becomes available.

Amendment

Moved: Cr Larry Baldock

Seconded: Cr Kelvin Clout

That a clause (e) be added:

(e) Agrees to undertake the minimum work necessary to progress the concept design, costing and planning for both shortlisted sites (Bayfair and St. John Ambulance site off Girven Road) using funding included in the draft 2020/21 Annual Plan, to inform the engagement of the joint stakeholder reference group and broader community.

In Favour: Mayor Tenby Powell, Crs Larry Baldock, Jako Abrie, Kelvin Clout, Bill Grainger, Steve Morris and Tina Salisbury

Against: Crs Heidi Hughes, Dawn Kiddie, Andrew Hollis and John Robson

carried 7/4

The substantive motion as amended, was then put.

Committee Resolution UR4/20/9

Moved: Cr Heidi Hughes

Seconded: Cr John Robson

(a) Receives the report “Arataki Bus Facility”

(c) Engage with a joint stakeholder reference group and broader community on the multi-modal options and their implications for transport facilities in the Arataki area.

(d) That information from the public transport integrated ticketing system is used to inform decision making when it becomes available.

Carried

Item 9.2 was taken next.

9.2 Te Papa Spatial Framework and Housing Choice Plan Change - Shape your City Engagement Summary and Response

Staff Janine Speedy, Team Leader: City Planning

Andy Mead, Manager: City & Infrastructure Planning

Carl Lucca, Programme Director: Urban Communities

A copy of the staff presentation for this item can be viewed on Tauranga City Council’s website in the Minutes Attachments document for this committee meeting.

Attachment

1 Presentation - Te Papa and Housing Choice Plan Change

Key points

· Engagement under the banner “Shape your City” occurred over 7 April to 19 May 2020.

· Feedback received was generally supportive. A detailed overview of the feedback received was available in Attachments one, two and three.

· Two key themes were identified – the geographical extent of the Te Papa Spatial Plan, and how to enable detached versus attached housing through the rules framework.

· Key view shafts agreed with tangata whenua were already in the City Plan and allowed for the sight of Mauao for marae.

· Feedback received regarding Merivale included that Merivale be included in the ’increased housing choice area’; that work continued to provide housing, public places, facilities and services; and that more social housing in Merivale was firmly opposed.

· It was recommended that two to three storey apartments, terraces and duplexes be provided through Plan Change 26, higher density options be investigated in partnership with key stakeholders, and LTP and partner funding to support a liveable and connected Merivale be confirmed.

· The purpose of the Housing Choice Plan Change was to help address residential development capacity constraints, enable more housing choice, reduce pressure on urban expansion, and support good quality design and amenity outcomes.

· An options analysis had been undertaken for both the Te Papa Spatial Framework – Te Papa Housing overlay geographic extent and the Plan Change – Housing Choice.

· For the Te Papa Spatial Framework – Te Papa Housing overlay geographic extent, option one was recommended.

· For Plan Change 26 - Housing Choice, option four was recommended.

In response to questions

· There would not be an opportunity outside of this Plan Change 26 to do anything further regarding rezoning ahead of the City Plan review.

· More time would be needed to further investigate adding a separate Merivale residential zone.

· Improvements for Merivale were programmed to start in the second half of the next RLTP and LTP with investigations starting in 2022-2023.

· The MPS-UD document was due out on Thursday 23 July and this would be worked through to align the plan change. In terms of carparking requirements, there would be additional work but this had been planned for and would be carried out within the required timeframes.

· Submissions to include, or not include, Merivale could still be made during the formal plan change process.

· Specific elements or issues of the plan change would be workshopped with councillors.

· Both people density and dwellings density would be taken into account.

At 4.47pm, Cr Andrew Hollis left the meeting.

At 4.51pm, Te Pio Kawe re-entered meeting.

The recommendations were taken in parts.

Committee Resolution UR4/20/10

Moved: Cr Larry Baldock

Seconded: Cr Dawn Kiddie

That the Urban Form and Transport Development Committee:

(a) Receive Shape Your City engagement reports (Attachment 1 and Attachment 2);

In Favour: Mayor Tenby Powell, Crs Larry Baldock, Heidi Hughes, Jako Abrie, Kelvin Clout, Bill Grainger, Dawn Kiddie, Steve Morris, John Robson and Tina Salisbury

Against: Nil

carried 10/0

(b) Endorse Option 1 on the Te Papa Housing Overlay geographic extent to be proposed through the Te Papa Spatial Framework and Plan Change 26 – Housing Choice;

In Favour: Mayor Tenby Powell, Crs Larry Baldock, Kelvin Clout, Bill Grainger, Dawn Kiddie, Steve Morris, John Robson and Tina Salisbury

Against: Crs Heidi Hughes and Jako Abrie

carried 8/2

In Favour: Mayor Tenby Powell, Crs Larry Baldock, Heidi Hughes, Jako Abrie, Kelvin Clout, Bill Grainger, Dawn Kiddie, Steve Morris, John Robson and Tina Salisbury

Against: Nil

carried 10/0

Carried

10 Discussion of Late Items

Nil

The meeting closed at 5.15pm.

The minutes of this meeting were confirmed at the Urban Form and Transport Development Committee meeting held on 1 September 2020.

...................................................

CHAIRPERSON

Urban Form and Transport Development Committee Meeting Agenda

1 September 2020

8 Business

8.1 Welcome Bay and Ohauiti Planning Study 2020

File Number: A11601682

Author: Steve Tuck, Policy Planner

Authoriser: Christine Jones, General Manager: Strategy & Growth

Purpose of the Report

1. To inform the Urban Form and Transport Development Committee about the findings and recommendations arising from completion of the Welcome Bay and Ohauiti Planning Study 2020 (Study).

2. An abridged version of the Study (without the lengthy supporting appendices) is included as Attachment 1 to this report. The Study and all of the associated appendices can be viewed on the Tauranga City Council website.

Recommendations

That the Urban Form and Transport Development Committee:

(a) Receives the report titled Welcome Bay and Ohauiti Planning Study 2020;

(b) Adopts the report and recommendations set out in the Welcome Bay and Ohauiti Planning Study 2020 (Attachment 1) as follows:

(i) Do not proceed with structure planning for additional urban development in the Welcome Bay area because of transport constraints and costs;

(ii) Subject to positive outcomes of discussions with relevant landowners and preliminary structure planning investigations, approve completion of a structure plan and the rezoning of the Upper Ohauiti growth area that is within the current Tauranga City boundary through the Tauranga City Plan Review project;

(iii) Commence engagement with Māori Land Trusts in the Study Area in relation to future land use options as part of the Tauranga City Plan Review project;

(iv) Examine options to improve transport choice, connectivity and support predictable travel times in the Study Area through the Transport System Plan and structure planning of Upper Ohauiti;

(v) Seek to address the undersupply of commercial land in the Study Area through the Tauranga City Plan Review project;

(vi) Continue working with the Ministry of Education on planning for a new primary school in the Ohauiti area;

(vii) Continue to advocate to the Ministry of Education for better Year 7-13 schooling options within the Study Area to reduce pressure on the transport network at peak periods, noting that the Ministry of Education has other priorities for secondary schooling and is not currently planning for a secondary school in the Study Area;

(viii) Continue to investigate the provision of new sportsfields in Ohauiti to meet existing demand; and

(ix) Investigate options for the upgrade or redevelopment of the Welcome Bay Community Hall and Centre as part of the Community Facilities Investment Plan being prepared for Council’s Long-Term Plan 2021 - 2031 and 30 Year Infrastructure Strategy with a view to future improvement of this facility, potentially around 2030.

Executive Summary

3. The Study was initiated in June 2017. The purpose of the Study was to:

(a) Identify gaps and capacity constraints within the network for commercial, community infrastructure, education, transport, three waters within the Study Area and the investment required to support housing growth;

(b) Ascertain if the Study Area could absorb residential development capacity beyond business as usual by rezoning land in the Rural and Rural Residential zones; and

(c) Identify whether additional population growth and housing development compared to business as usual growth could justify investment to provide better local services and facilities to the Study Area communities and reduce reliance on services and facilities located elsewhere.

4. The main drivers behind the Study were:

(a) An emerging understanding that the planning of the Study Area in the 1990’s did not optimise the community’s access to employment, education, commercial centres or community facilities and did not enable effective transport connectivity to/from and around the Study Area;

(b) Enquiries in 2017 to develop housing in the Study Area through the (now repealed) Special Housing Areas legislation; and

(c) Forecast shortfalls in urban development capacity, notwithstanding the capacity to be realised in Tauranga’s greenfield urban growth areas and housing intensification areas.

5. The Study Area referred to in this report is shown in Figure 1 (which, with other maps, is provided as Appendix 1 to the main Study report available on Council’s website). The Study Area was limited to land within the Tauranga City Council (TCC) jurisdictional boundary except for one site in the Western Bay of Plenty District (WBOP) contiguous with the TCC boundary that had previously been suggested as a Special Housing Area.

Figure 1: Study Area

6. Seven sub-precincts of the Study Area that may be feasible for rezoning and additional housing development were identified via a desktop assessment. Then, the capacity of infrastructure and facilities to service those sub-precincts was assessed against three population growth scenarios - business as usual growth, moderate growth and high growth. Infrastructure modelling and assessments were undertaken for the following:

(a) Three waters services (potable water supply, wastewater and stormwater);

(b) Transport infrastructure;

(d) Commercial centre development.

7. The modelling and assessments of three waters, community infrastructure, education and commercial centres identified that while there are some capacity issues, there are no fatal flaws to the delivery of upgrades required to accommodate additional housing capacity.

8. However, the Study found that medium and high growth housing scenarios in the Study Area appear unfeasible, except in the Upper Ohauiti urban growth area (Upper Ohauiti). This conclusion largely derives from the costs of developing road infrastructure to cope with the additional traffic generated by more housing. The current traffic congestion in the Welcome Bay Road area, which includes buses using Welcome Bay Road, would be worsened by the medium and high growth housing scenarios.

9. The potential development of a new east-west link road across the Study Area to connect Welcome Bay through Poike towards Greerton was assessed and estimated to cost between $125M to $214M, with a $276M 95% risk-adjusted maximum cost. The cost estimate was developed at a high level, with significant uncertainties. As such, it seems to represent a fatal flaw to the ability to enable any significant additional housing capacity in the Study Area. Additionally, it was found that a road project of this nature would be subject to numerous other risks and constraints including land acquisition in general and Māori title, encroachments onto several significant public reserves and parks, uncertainty around the grant of approvals to authorise adverse effects on land with recognised ecological and heritage values and the effects of road structures in displacing flood flows onto other land.

10. Pursuant to the Bay of Plenty Regional Policy Statement (RPS) and the SmartGrowth Settlement Pattern 2013, Upper Ohauiti is within the urban limits and signalled for urban growth post 2021. This provides for Upper Ohauiti to be structure planned post-2021 and for development to commence from 2026. Structure planning investigations for Upper Ohauiti are recommended to be progressed through the forthcoming City Plan Review project, in line with the indicative RPS sequencing as constraints to further urban development in Ohauiti are considered to be lesser than in Welcome Bay based on the findings of this Study.

11. The Kaitemako urban growth area (Kaitemako) is also identified in the RPS with similar indicative timing for planning and development sequencing. However, the only way in and out of that growth area is via the Kaitemako Road and Welcome Bay Road. The development of Kaitemako would therefore be subject to the constraints and vulnerabilities of that transport network.

12. In comparison, Upper Ohauiti is less constrained by access. It is linked via Ohauiti Road and Poike Road to State Highway 29A in two locations and to Welcome Bay Road / Turret Road. There may also be opportunities identified through structure planning or other process for connection to Oropi Road in future.

13. Although it is not recommended to progress urbanisation of other parts of Welcome Bay in the same way as Upper Ohauiti, a recommendation arising from the Study is to commence investigations and engagement around other land use options through the City Plan Review, particularly for multiple-owned Māori land.

14. The other recommendations arising from the Study are to continue planning and investment to support and where appropriate, enhance the delivery of services and facilities to the existing Welcome Bay and Ohauiti communities.

Background

Project stages

15. The Study was undertaken in three stages.

16. Stage 1 identified the planning constraints for each site zoned Rural or Rural Residential in the Tauranga City Plan (City Plan).

17. Stage 2 used the information from Stage 1 to assess the feasibility of each site for urban development and sites were mapped into the following categories:

(a) Green: Site is feasible for urban development;

(b) Orange: Site is likely feasible for urban development, but feasibility will need to be confirmed by further site-specific investigations; and

18. The outcomes of the Stage 2 assessment are shown in Figure 2 below. Figure 2 shows the configuration of land assessed as feasible, likely feasible and unfeasible for urban rezoning and development.

19. Figure 2 also shows the extent of seven sub-precincts comprised of feasible and likely feasible land. The extents of those sub-precincts are shown with blue hatching. The Upper Ohauiti growth area is shown in Figures 2 and 3.

Figure 2: Development feasibility assessment

Figure 3: Upper Ohauiti urban growth area extent within Tauranga City boundaries

20. The combined approximate housing yield of the sub-precincts was calculated using the RPS density of 15 dwellings per hectare (noting that the actual yield of development could be different to this). Then, three housing growth scenarios were developed to inform modelling and technical assessments as follows:

(a) Scenario 1 Business as usual: Existing housing, plus the yield from the remaining capacity of the current urban zones that has yet to be developed. No further land would be rezoned from rural to urban.

(b) Scenario 2 Moderate growth: Scenario 1 plus urban rezoning of 122 hectares of land in general title. This assumes that no multiply owned Māori land (Figure 3) is rezoned.

21. The yields and geographic locations of the feasible sub-precincts and Māori land parcels are described in Table 1 and Figure 4 below.

Table 1: Housing growth scenarios

Scenario	Rezoning		2018 dwelling count	2063 dwelling count	Yield
Scenario	General land	Māori land	2018 dwelling count	2063 dwelling count	Yield
Scenario 1: Business as usual	None	None	6,322	7,669	1,347
Scenario 2: Moderate growth	122 ha	None	6,322	9,459	3,137
Scenario 3: High growth	122 ha	108.8 ha	6,322	11,062	4,740

Figure 4: Māori land parcels

22. Stage 3 of the Study involved modelling and high level assessments and investigations of the capacity of three waters, transport, community infrastructure, education facilities and commercial centres to accommodate housing growth. The outcomes of Stage 3 are summarised below.

Three waters infrastructure

23. Modelling and assessment of the three waters infrastructure (water supply, wastewater, and stormwater services) did not identify any fatal flaws to servicing additional population growth.

24. The water supply network in the Study Area was modelled for urban growth to the year 2043. Upgrades (estimated to cost approximately $5.9M) would provide for network capacity to accommodate the medium and high growth scenarios. The modelling analysis of water supply is provided as Appendix 4 to the main Study report available on Council’s website.

25. The wastewater network was found to require upgrades estimated at $3.9M to accommodate the business as usual scenario. The cost estimates to accommodate the housing growth of Scenarios 2 and 3 were from $12.1M to $29.9M, depending on which growth scenario and upgrade option were adopted. The modelling and analysis for the wastewater network is provided as Appendix 5 to the main Study report available on Council’s website.

26. The stormwater network would require extensions and upgrades to accommodate flows generated by additional growth. The identified developable sub-precincts are mostly higher in the respective catchments than established urban parts of the Study Area. Therefore, additional development would need to integrate methods to manage downstream effects, in a context of numerous overland flow paths and watercourses and steep topography. This would likely require on and off-site stormwater management systems to manage water quality and to avoid creating hazardous flow velocities and depths downstream.

27. Although it is considered that stormwater management could be integrated into additional housing development in the various identified sub-precincts, the combination of stormwater management requirements and other features would require significant design attention on a site by site basis to understand individual site feasibility as well as the cumulative effects of site and sub-precinct development on stormwater management in the wider catchment(s). The analysis for the stormwater network is provided as Appendix 6 to the main Study report available on Council’s website.

Community infrastructure

28. A desktop Open Space and Community Recreation Facility Assessment was undertaken for the Study Area in January 2019. The assessment is provided as Appendix 10 to the main Study report available on Council’s website. The assessment is summarised as follows:

(a) In the business as usual scenario, 1.5 additional grass sports fields are needed in the Study Area by 2048. Council’s Long Term Plan 2018 – 2028 provides for sufficient additional sports field development to satisfy this demand. Scenarios 2 and 3 would require five to seven extra grass sports fields to be provided based on current levels of service. These would have to be sourced from the wider network as no suitable land currently in Council’s ownership is available in the Study Area. Site selection and land acquisition to satisfy the demand generated under Scenarios 2 and 3 would likely be challenging as site options are highly constrained.

(b) In Scenarios 2 (moderate growth) and 3 (high growth), the provision of a skate/BMX park and a community library in the Study Area should be investigated.

(c) Based on Council’s existing assets and levels of service, the increased housing capacity under Scenarios 2 and 3 would not require investment into specialised sports facilities (netball, hockey, squash, basketball, swimming pools), sub-regional parklands, destination playgrounds, golf courses or equestrian facilities.

29. The level of service for community halls and centres in the Study Area is currently met by the Welcome Bay Community Hall and Centre. This was reviewed in 2019 as part of the Study. The review noted that while the Community Hall and Centre meets the level of service standard, there is a need to investigate expanding the Welcome Bay Community Hall and Centre to respond to population growth. A community facilities investment plan is being prepared to inform funding in the 2021-2031 LTP.

Schooling

30. Council staff liaised with representatives from the Ministry of Education (MoE) to understand the MoE’s planning for schools in the Study Area. The MoE advised that:

(a) 1,989 Year 1-8 students live in the Study Area. The MoE is investigating the potential development of a new primary school in Ohauiti by approximately 2025. The MoE considers Year 1 – 8 students in Welcome Bay to be adequately serviced by the existing Selwyn Ridge School, Welcome Bay School and Tauranga Waldorf School;

(b) 1,026 Year 9 - 13 students live in the Study Area. These students attend secondary schools that are nearly at capacity (99% utilisation). The MoE advised that it is making significant investments to increase the capacity of existing secondary schools and furthermore, intends to develop a new secondary school in the Western Corridor (Pyes Pa/Tauriko).

(i) Except in Scenario 3 (high growth) the development of a primary school in Ohauiti around 2025 will secure schooling capacity for Year 1 – 8 students until 2043.

(ii) The MoE is not planning to develop a new secondary school in Welcome Bay. There are limited suitable sites and furthermore, shifting student enrolments from the Study Area to a new school could affect the viability of the secondary schools that currently service those enrolments. There is a capacity shortfall for Year 9 - 13 students in all three population growth scenarios. However, the MoE notes that it plans to build an additional secondary school in Tauranga South (Pyes Pa / Tauriko). This will reduce out of zone enrolments at Tauranga Boys College, making space available for students from the Study Area.

31. Council staff will continue to work with the MoE to facilitate schooling capacity as needed. The MoE’s memorandum detailing the education needs in the Study Area is provided as Appendix 9 to the main Study report available on Council’s website.

Commercial centre and supermarket development

32. On 12 March 2019, Council staff reported a feasibility assessment of commercial centre development to the Urban Form and Transport Development committee (UFTD). A copy of that feasibility assessment is provided as Appendix 7 to the main Study report available on Council’s website.

33. The commercial centres assessment reviewed the factors (including consumer demand, location and site criteria) that contribute to commercial centre feasibility. It identified the likely centre typology and scale that would be feasible given the characteristics of the Study Area.

34. Due to the disconnected character of the Study Area and the lack of large, flat sites at the front of the catchment, there is no central site to service both Welcome Bay and Ohauiti. Therefore, the assessment noted that separate commercial centre developments in each catchment might be feasible, particularly if supported by additional population growth.

35. The commercial centre assessment recommended that Council should enable a neighbourhood-scale centre (being approximately 10,000m² of retail and commercial floorspace, including an approximately 2,000m² supermarket). If a centre of this size is not achievable, the assessment recommended that smaller convenience centres (up to about 3,000m²) on collector roads could be a “next best” option to respond to commercial demand. The assessment shortlisted four sites that might support a neighbourhood centre-scale commercial development.

36. After receiving the commercial assessment in March 2019, the UFTD committee resolved that Council staff would pursue discussions about a supermarket and commercial centre development separately to the Study.

37. It is recommended that further investigations into how Council can assist to address the identified shortfall in commercial land be progressed through the City Plan Review.

38. The absence of commercial facilities continues to concern the Study Area’s communities. The 2020 Vital Update surveys record that respondents in the Welcome Bay, Hairini and Maungatapu survey area and the Poike, Oropi, Greerton and Ohauiti survey area respectively rated “more cafes / supermarkets / community hubs / facilities / services” as the first and third priorities for change in the area respectively.

Transport infrastructure

39. Transport modelling and analysis were undertaken in two steps. The first step modelled the three population growth scenarios and then modelled three roading options to increase transport system capacity to cope with the additional traffic volumes generated by growth. The three roading options modelled were:

(a) Option 1: Bypassing the most congested part of Welcome Bay Road;

(b) Option 2: Developing an east-west link road through the middle of the Study Area; and

40. The transport modelling revealed that even under the business as usual growth scenario, traffic congestion would continue to occur. The modelling of the three roading options revealed that the east-west link road through the Study Area (Option 2) performed best in accommodating the increased traffic volumes generated by housing growth.

41. It is noted that Option 2 did not completely resolve congestion issues. For all options modelled, peak-time traffic congestion would continue to affect the network. The transport modelling of the three growth scenarios and three roading options is provided as Appendix 2 to the main Study report available on Council’s website.

42. The second step in the transport modelling and analysis was a high-level feasibility assessment of Option 2 (i.e. the best performing option). The feasibility assessment was based on an east-west link road bisecting the Study Area between Oropi Road / State Highway 29A (SH29A) and Welcome Bay via Poike Road.

43. The engineering and planning feasibility of an east-west link road would rely on the construction of bridges, culverts and flyovers to traverse the hilly terrain. All of the assessed corridor alignment options presented key feasibility risks. The main risks related to the mitigation of adverse environmental effects and land acquisition. Environmental effects included the displacement of flood flows onto land near the western alignment options, the destruction of significant cultural and environmental value, and encroachment onto/bisecting of, public reserves and sportsgrounds. Land acquisition risks would arise from the complexity of acquiring land in public, private and Māori tenures.

44. A high level cost estimate of $125M to $214M was provided, with a $276M 95% risk-adjusted maximum cost. The cost estimate is replicated below. Even though the estimate is high level, it is likely to be prohibitive, especially considering that this option does not resolve all of the congestion issues identified in the transport modelling.

Table 2: High-level east-west link road cost estimates

Location	Length (km)	Project expected estimate cost ($ Million)	95% risk adjusted maximum cost ($ Million)
Welcome Bay to Poike Road: eastern corridor	2.15	$85	$98 to $102
Poike Road to SH29A: central corridor	1.35	$9.7	$14.7
SH29A to Oropi Road: western corridor (south – SH29A)	2.0	$31 to $120	$160
Total	5.5	$125 to $214	$272 to $276

45. Aside from the cost, an east-west link road could prove unfeasible due to approval risks and uncertainties deriving from the City Plan, the RPS and Regional Plans, National Environmental Standards and National Policy Statements. Certain approval risks could not be quantified, because the final form of various national-level planning instruments being developed by the Ministry for Environment was unknown. This uncertainty was additional to the typical uncertainties associated with forecasting the planning context at some future time when an approvals process is initiated.

46. Given the risk and uncertainty of the resource consenting approval pathway, the assessment recommended a road designation process as a more appropriate pathway. However, a designation process also involves risk and uncertainty deriving from the findings of, and any mitigation conditions recommended by, the technical assessments that would be prepared in support of a Notice of Requirement for a designation.

47. The assessment focussed on high-level planning and engineering feasibility questions. The wider strategic economic benefits and a business case for a link road were not assessed. Community support for, or opposition to, a link road was not canvassed.

48. All alignment options would require complex acquisition processes involving land in general title, Māori land and public reserves. The assessment noted that other solutions may be better value than a link road proposition.

49. The high-level cost estimates and risk profile associated with developing an east-west link road across the Study Area are therefore likely to be fatal flaws. The feasibility assessment is provided as Appendix 3 to the main Study report available on Council’s website.

50. The Western Bay of Plenty Transport System Plan (TSP) project is currently developing a System Operating Framework (SOF) to identify the location, type, timing and significance/scale of the operating gaps impacting the transport network. The early investigations undertaken to date have unsurprisingly identified operating gaps (e.g. lack of mode choices and accessibility to key social and economic opportunities, and congestion) impacting the Welcome Bay transport network and extending through to State Highway 29A, Turret Road and Fifteenth Avenue.

51. Although the SOF is still in development, the current early investigations are likely to be confirmed. This would support further analysis of the operating gap through the development of a business case with transport partners like the Bay of Plenty Regional Council and Waka Kotahi New Zealand Transport Agency. The business case (which is still to be agreed and scoped as part of the TSP project) would focus on addressing the operating gaps identified in the SOF.

52. The vulnerability of Welcome Bay Road to natural hazards is a further matter relevant to consideration of moderate or high population growth scenarios as well as for the existing community. This road is the primary transport and utilities route servicing Welcome Bay. The hilly landform has prompted the section of Welcome Bay Road between James Cook Drive and Waitaha Road to be aligned along the shoreline. The shoreline is at a low elevation and is subject to flooding, sea level rise, landslip and liquefaction hazards.

53. The concentration of infrastructure in a corridor intersected by multiple hazards increases the assets’ vulnerability. For example, a landslip could cause major water supply and wastewater service disruptions. If additional population growth (compared to the business as usual scenario) were to be enabled in Welcome Bay, the reliance on vulnerable infrastructure would increase the community’s exposure to risk.

54. The vulnerability of this part of Welcome Bay Road was identified by Council’s resilience project. While mitigation projects have been scoped and costed for consideration in Council’s Long Term Plan and 30-year infrastructure plan, the scheduling of these projects is yet to be confirmed.

55. However, Upper Ohauiti is less constrained, because it is not reliant on a single road connection for transport or infrastructure connectivity. Ohauiti is linked via Ohauiti Road and Poike Road to State Highway 29A in two locations and to Welcome Bay Road / Turret Road. There may also be opportunities identified through structure planning or other process for connection to Oropi Road in future.

56. A survey of Welcome Bay, Hairini and Maungatapu residents for the Vital Update 2020 revealed respondents concerns about transport issues. The second, third, fifth and seventh most highly ranked responses to the question “What is one thing people would change about Welcome Bay, Harini and Maungatapu?” related to traffic congestion, roading quality, public transport provision and walkway/cycleway provision.

57. Respondents to the Vital Update for Poike, Oropi, Greerton and Ohauiti responded to the question “What is the one thing people would change about Poike, Oropi, Greerton and Ohauiti?” similarly to the Welcome Bay residents. The same issues were identified but with higher rankings for three, with traffic congestion (first), roading quality (second), public transport provisions (fifth) and walkway/cycleway provision (sixth).

Strategic / Statutory context

58. The National Policy Statement for Urban Development 2020 (NPS-UD) was gazetted on 20 August 2020, replacing the National Policy Statement on Urban Development Capacity 2016. The NPS-UD seeks to improve land supply, development capacity and infrastructure and reduce the cost of urban land. It requires local authorities to ensure their plans provide enough urban development capacity to meet short, medium and long term demand for residential and business development. Council must give effect to the NPS-UD pursuant to the Resource Management Act 1991 (RMA).

59. The RPS provides regional policy context to the RMA’s national directions, for example:

(a) Seeks a 3:1 split between greenfield growth and urban intensification (Policy UG 15B);

(b) Future urban growth is, at a high level, directed to the locations, timing and sequencing stated in RPS Appendices C, D and E (Policies UG 5A and UG 6A); and

(c) Comparative monitoring of forecast and actual urban growth patterns (Method 14) and coordinated structure planning of large-scale land use change (Method 16) are required to inform future urban growth.

60. Guidance at the Western Bay of Plenty sub-regional level is provided by the Urban Form and Transport Initiative (UFTI). The UFTI final report was endorsed by Council and the SmartGrowth partner Councils at the combined SmartGrowth Leadership Group meeting on 1 July 2020. The UFTI final report sets out a “Connected Centres” land use and transport programme to guide future investment decisions. The programme is focussed on enabling housing growth (an estimated 35,400 dwellings to 2050) and multi-modal transport systems connecting settlements throughout the Western Bay of Plenty sub-region. It is noted that Table 7 of the UFTI final report states that the potential for housing growth in the Study Area is limited by complex land ownership patterns and infrastructure constraints.

Upper Ohauiti

61. The Upper Ohauiti urban growth area straddles the territorial boundary between Tauranga and the Western Bay of Plenty District and extends south from the boundary to the Ohauiti Road – Neewood Road intersection. Upper Ohauiti is in the RPS urban limits and indicative sequencing provides for the growth area to start from 2021 and develop from 2026.

62. The 66-hectare extent of Upper Ohauiti that is in Tauranga City’s boundaries is shown in Figures 2 and 3. Some 9.5 hectares of this has already been developed at Adler Drive under the Special Housing Areas legislation. That area will need to be rezoned through the City Plan Review to reflect the consented land use. The entire extent of Upper Ohauiti as mapped in the RPS is shown below in Figure 5.

63. Implementation of the strategic intent expressed in the RPS for urban growth in Upper Ohauiti is required to occur through structure planning. This would involve a range of technical assessments to establish development feasibility and principles.

64. Using the RPS density of 15 dwellings per hectare for illustrative purposes, the remaining 56-hectare portion of Upper Ohauiti that is within the City’s boundaries could yield approximately 675 dwellings. Much (but not all) of the 56 hectare area has favourable contour to support urban development and based on investigations to date, the area is largely free of significant planning constraints.

65. The programme of structure planning investigations would be an undertaking that spans several years. Therefore, this report recommends that the initial step, of commencing focussed investigations into the structure planning of Upper Ohauiti and discussions with landowners, be included as a workstream in the City Plan Review project.

Figure 5: Extent of Upper Ohauiti urban growth area (Bay of Plenty RPS)

Options Analysis

66. The benefits and disadvantages of the two options to be considered are below.

Option 1: Continue with business as usual, which includes:

- Projects to support the existing Welcome Bay and Ohauiti communities

- Further investigation of the Upper Ohauiti area for structure planning

- Engagement with Māori Land Trusts in the Study Area in relation to future land use options as part of the Tauranga City Plan Review project.

This option is recommended.

67. The benefits of Option 1 are:

(a) It aligns with the NPS-UD requirement for urban development capacity to be accompanied by appropriate development infrastructure^{^[1]};

(b) It is aligned with Council’s Long Term Plan 2018 – 2028, given it maintains already-funded projects;

(i) The RPS anticipates potential future urban growth in Upper Ohauiti; and

(ii) Investigations into structure planning for growth in Upper Ohauiti will be advanced after 2021, as per the indicative sequencing specified in the RPS.

(d) It is a financially feasible option for Council, as it does not bring forward, or require, additional unplanned, expenditures;

(e) It presents a low risk of community impact. Any additional housing capacity that might eventually be enabled as a result of adopting Option 1 would:

(i) Be the product of structure planning;

(ii) Be confined to a discrete location; and

(iii) Be configured to ensure comprehensive infrastructure and open space provision and optimal interfaces between new and established areas.

68. The disadvantages of Option 1 are:

(a) It will not deliver as much housing capacity as Option 2.

Option 2: Commence investigations into structure planning for additional housing capacity in Welcome Bay and Ohauiti (not recommended).

69. The benefits of Option 2 are:

(a) Rezoning Rural and Rural Residential zoned land to urban zones in both Welcome Bay and Ohauiti would enable more housing capacity than Option 1.

70. The disadvantages of Option 2 are:

(a) It is misaligned with the NPS-UD. The NPS-UD requires adequate development infrastructure to accompany additional development capacity. The inability of the transport network to support the growth that would be enabled by Option 2 does not align with Objective OD1, Policies PA1 and PA3 and the direction in the preamble of the NPS-UD that “This national policy statement requires development capacity to be serviced with development infrastructure”.

(b) Significant funding would be required to be allocated via Council’s long term planning processes to develop supporting infrastructure to facilitate the additional housing development and population growth enabled by Option 2.

(c) The traffic volumes associated with growth enabled by Option 2, with limited transport choice and would intensify existing traffic congestion issues significantly. Building an east-west link road to accommodate additional traffic is likely to be unfeasible and, in any case, would still not provide a level of service equivalent to that achieved in the business as usual growth scenario. Other management measures to improve the existing road network are unlikely to resolve the adverse effect of extra traffic volumes on network safety and functionality. There are also risks associated with land acquisition and resource consent/designation processes.

(d) It is unclear if additional schooling capacity, sports fields and commercial/retail services could be accommodated in the Study Area to cater for Option 2, given the limited sites suitable for non-residential development. If educational, commercial and recreational provision is inadequate, residents will compound traffic congestion issues by travelling out of the Study Area to access those services.

Option 3 – Do not investigate structure planning for additional housing capacity in any part of the Study Area (not recommended).

71. The benefits of this option are:

(a) It would enable Council resources to be directed towards other projects; and

(b) It would not generate demand for infrastructure to be provided or upgraded.

72. The disadvantages of Option 3 are:

(a) It does not align with the NPS-UD obligations for Council to investigate and facilitate development capacity;

(b) It would prevent potentially feasible housing capacity from being brought to market;

(c) It may result in a private plan change proposal for development of the Upper Ohauiti area which would reduce Council’s influence on outcomes.

Financial Considerations

73. There are no financial implications. The costs associated with or deriving from any further projects arising from the Study’s recommendations, such as infrastructure cost estimates and funding options determined through the structure planning investigations for Upper Ohauiti, will be subject to separate project planning and budgeting, review and Council decision-making processes.

Legal Implications / Risks

74. No legal implications or risks are identified as arising from the recommendations of this report.

Consultation / Engagement

75. Engagement was undertaken with the relevant internal Council teams in preparing the modelling and assessment that informed the project workstreams. The recommendations set out in the Study were prepared through engagement with relevant internal Council teams.

76. Hui with Māori landowners and iwi and hapū representatives in April, May, September and November 2018 and July 2020. The hui yielded various outputs including:

(a) Further information about cultural sites in the Study Area;

(b) Land development aspirations including discussions about the use of zoning to facilitate papakāinga development;

(d) A strong desire by tangata whenua to be consulted during the City Plan Review, particularly in relation to the future use and development of Māori land. At the July 2020 hui some attendees expressed strong concerns that the Study’s findings may constrain the development of Māori land currently in the Rural and Rural Residential zones. As noted earlier, it is considered that aside from Upper Ohauiti, the development potential of all of the other identified feasible sub-precincts in the Study Area is constrained by their reliance on Welcome Bay Road. As such, a staff recommendation is to engage with Māori Land Trusts through the City Plan Review project to ensure that the diverse aspirations for the development of Māori land are understood and considered in the Plan review process. This may consider alternative land uses such as rural residential development and papakāinga development among other options.

77. The owners of all land that was assessed for development feasibility (shown in Figure 2 above) were sent a letter in May 2018 advising whether their land was assessed as unfeasible for development, or feasible / potentially feasible and included in the next stages of the Study.

78. A further mail out has been sent to inform the landowners of the Study findings and the recommendations to the UFTD committee herein.

79. Engagement with the Welcome Bay and Ohauiti communities will continue through the projects identified in the Study recommendations.

Significance

80. Under Council’s Significance and Engagement Policy 2014, this report is considered to have “Low” significance because the recommendations are business as usual, given:

(a) The recommendation is not to progress with structure planning of all the feasible sub-precincts identified in the Study;

(b) The recommended actions reflect known issues that in some cases are already being progressed by Council (such as working with the MoE on a primary school in Ohauiti);

(c) Upper Ohauiti is currently within the urban limits specified in the RPS. The potential for investigations into the structure planning of Upper Ohauiti for urban growth has therefore been public knowledge since 2014. This does not mandate that the area must be developed. Rather, it provides broad direction and an opportunity for more detailed investigations to inform decision-making about if and how the area should be structure planned for growth. Engagement on these matters would be considered through the City Plan Review Project.

Next Steps

81. Staff will send closing correspondence to inform parties about the Study’s outcomes.

82. Staff will progress discrete workstream planning, technical assessments, community engagement and reporting processes associated with the individual projects and works that are identified in this report.

Attachments

1. Welcome Bay and Ohauiti Planning Study 2020 FINAL report - A11697183 ⇩

Urban Form and Transport Development Committee Meeting Agenda

1 September 2020

8.2 Bay of Plenty Mode Shift Plan

File Number: A11659547

Author: Peter Siemensma, Senior Transport Planner

Authoriser: Christine Jones, General Manager: Strategy & Growth

Purpose of the Report

1. To request endorsement from the Urban Form and Transport Committee (UFTD) of the Bay of Plenty Mode Shift Plan regional framework including Western Bay of Plenty section.

Recommendations

That the Urban Form and Transport Development Committee:

(a) Receives the Bay of Plenty Mode Shift Plan report.

(b) Endorses the draft Bay of Plenty Mode Shift Plan Regional Framework and Western Bay of Plenty section.

(c) Notes that the Rotorua and Eastern Bay of Plenty sub-regional sections of the Mode Shift Plan are still to be developed.

Executive Summary

2. Waka Kotahi NZ Transport Agency (Waka Kotahi) and the Bay of Plenty Regional Council, supported by Bay of Plenty territorial authorities, are leading a project to prepare a regional mode shift plan to further build on ‘Keeping Cities Moving’, the governments National Mode Shift Plan. Keeping Cities Moving’s key objective is to “increase the wellbeing of New Zealand’s cities by growing the share of travel by public transport, walking and cycling”. The change in peoples’ patterns towards modes other than private vehicles is referred to as ‘mode shift’. The change in freight movement patterns (e.g. from truck to rail) is also mode shift, however not part of this Mode Shift Plan.

3. The national focus for developing Mode Shift Plans is on six large and/or fast-growing cities, as these are the places where change is most urgent and where the greatest benefits will be achieved. Tauranga is one of those six cities. We understand that Mode Shift Plans will support investment decision making in the next National Land Transport Programme.

4. The Bay of Plenty Mode Shift Plan Regional Framework (MSP) provides an overview of the region’s challenges and direction with regards to mode shift and brings together in one document the partners’ existing key policies, strategies and plans relating to mode-shift.

5. The MSP was referenced in the Transportation and Waters Planning Quarterly update at the UFTD Committee meetings on 17 March and 21 July, as well as through the Executive Report in the PSOC Committee on 23 June.

6. The MSP has been presented to the Regional Transport Committee (RTC) on the 7^th of August 2020, and the direction of the MSP has been endorsed by the RTC. This UFTD report is very much aligned (content and recommendations) with the Report that was presented RTC.

7. It is noted that the Rotorua and Eastern Bay of Plenty sub-regional sections of the MSP are still to be developed. This work is to be progressed by Waka Kotahi, the Regional Council and relevant local councils over the coming months and into 2021.

8. In line with the current and draft GPS on Land Transport priorities, mode shift activities are likely to prioritise higher nationally for funding.

Background

9. The Bay of Plenty region, and particularly Tauranga City, has long been desirable for both population immigration (national and international) and economic growth. This continuous growth has resulted in increased demand for travel that is beginning to significantly impact on core parts of the region’s transport system, resulting in longer travel times, less reliable trips and capacity and service level issues which have not kept up with the demands of a growing economy.

10. Moving people differently via mode shift from private vehicles (public transport, cycling, walking, micro-mobility) has become a significant priority for the region. Especially within the key urban centres like Tauranga City, and in the context of supporting intensification.

11. The effective movement of people and goods delivers multiple social, economic, and environmental benefits. Increasing the share of travel by public transport, walking, and cycling and reducing dependency on private vehicles, not only creates healthier and safer people and communities but supports greater access to social services, employment, education, and recreation. It can also optimise the use of the current transport system, reducing the need for investment in costly new infrastructure.

12. Some parts of the region’s communities do not have access to a private vehicle or to affordable travel choices. It is important that a suite of multi-modal options is available to ensure there is equal access to social and employment opportunities that in turn increases community prosperity and wellbeing.

13. With transport emissions making up a significant part of the region’s greenhouse gases, as well as transport related impacts on noise and air quality, an increase in mode shift can also support a more environmentally focused approach to travel and in doing so reduce these emissions over time.

Strategic / Statutory Context

14. Waka Kotahi has developed a National Mode Shift Plan “Keeping Cities Moving”. The plan outlines how Waka Kotahi, in partnership with others, will help address the causes of car dependency and contribute to key government outcomes through better balancing the transport system.

15. The Plan’s objective is to increase the wellbeing of New Zealand’s cities by growing the share of travel by public transport, walking and cycling. The three focus areas outlined to support this include:

(a) Shaping urban form

(b) Making shared and active modes more attractive

Concentrate on key growth areas

16. A key focus of the Plan is to concentrate and partner with others on mode shift initiatives within New Zealand’s key growth areas. The six key critical locations identified within the Plan are Auckland, Hamilton, Tauranga, Wellington, Christchurch, and Queenstown, “as by 2040 there will be nearly a million more people living in these six cities, generating millions more trips”.

17. To support the delivery of the national Plan, the government has directed Waka Kotahi to develop Mode Shift Plans for the six identified locations including Tauranga City and the Western Bay of Plenty sub-region.

Bay of Plenty Mode Shift Plan

18. Waka Kotahi and the Bay of Plenty Regional Council have worked in partnership with local councils to develop the MSP.

19. To support Waka Kotahi in meeting government direction and timeframes, the MSP has focused firstly on the development of the regional framework and the Western Bay of Plenty subregional section. Further development of the Rotorua Lakes and Eastern Bay of Plenty subregional sections will be completed by December 2020 and early 2021 respectively.

Tauranga City & Western Bay of Plenty sub-regional section

20. Tauranga City and the wider western Bay of Plenty sub-region is one of the fastest growing areas in New Zealand with Tauranga being the country’s fifth largest city. The subregion is currently home to around 140,000 people and is predicted to grow to 270,000 people over the next 30-40 years. This continued growth pattern is resulting in significant pressure on the transport system.

21. The need to move people and goods differently to achieve wider social, economic, and environmental outcomes is becoming urgent. Evidence shows that delivering compact and active urban forms, increasing densities along key transport corridors, and linking key destinations such as home, work, retail, and recreational activities seamlessly via a multi-modal transport system goes a long way to helping achieve the subregion’s mode shift objectives.

22. The Western Bay of Plenty section of the MSP outlines the collective challenges, priority objectives and short-term priorities required to deliver mode shift initiatives and outcomes.

Collective Challenges

23. The western Bay of Plenty subregion is facing a number of key challenges in the efficient and effective movement of people and goods. These include:

(a) Managing growth

(b) Vehicle dependency

(d) Inclusive access

(e) Community buy-in

(f) Conflicting use, demand, and customer expectations

(g) Policy integration and alignment

(h) Funding availability

Priority Objectives

24. Significant strategy, planning and policy work has been undertaken in the western Bay of Plenty to support the delivery of government objectives and community outcomes. Using the collective evidence within these Plans, along with key partner expertise and experience, the following priority objectives were identified for the western Bay of Plenty.

National Focus Area	Western Bay of Plenty Priority Objectives
Shaping a supportive urban form	· Enable higher density growth and urban development in areas connected by the multi-modal strategic transport network to optimise travel choice and use. · Plan new growth areas to enable higher densities and a good urban form with a mix of land use and amenity that supports high quality frequent public transport, walking and cycling. · Develop commercial centres and significant public facilities in areas serviced by high quality rapid and frequent public transport. · Ensure the urban form and spatial intent is complemented with a well-integrated transport system.
Making shared and active modes more attractive	· Work closely with local communities to increase understanding and gain support for implementing mode shift (services and amenities). · Improve and expand delivery of high quality rapid and frequent public transport services. · Increase access and use of walking, cycling and micro-mobility through journey planning including the ‘first and last mile’. · Invest in infrastructure and optimisation measures to make public transport and other active modes, more attractive and competitive to the private vehicle. · Prioritise and invest in key routes, areas, and destinations to create a network of connected pathways and cycleways, that feel safe for people of all ages and abilities.
Influencing travel demand and transport choices	· Integrate policy and regulations to incentivise and prioritise mode shift. · Ensure travel demand management practices are embedded through development conditions in priority mode shift corridors and destinations. · Make it safe and easy for people to access options to encourage a change in the way people travel.

Short Term Priority Actions

25. The Western Bay of Plenty section of the MSP’s short-term priority actions are outlined in the following table. Many of these actions are already within partner Council plans and funding programmes while others are new and therefore require further partner Council discussion, agreement, and development.

SHAPING A SUPPORTIVE URBAN FORM

Short term Priorities (1-5 yrs)

· Embed the Urban Form and Transport Initiative (UFTI) through the SmartGrowth Joint Spatial Plan.

· Deliver joined up implementation frameworks to give effect to UFTI including the Western Bay Transport System Plan (including Stage 1 System Operating Framework, and later ‘still to be identified business case activities), and wider public transport network reviews.

Note: The TSP has a role in further refining the direction of activities and moving activities into implementation.

· Ensure new subdivisions include supporting infrastructure for public transport, and connected pathways and cycleways between streets and neighbouring communities, centres, destinations and public transport routes, to support early uptake of mode shift.

· Ensure existing and new commercial and retail centres are designed to support mode shift including efficient operation of public transport services into and around centres.

· Complete structure planning and/or business cases for key growth areas including Omokoroa Stage 3 and Tauriko West that include development of an integrated package of multimodal transport and land use interventions to support mode shift by optimising walking, cycling and public transport access.

Note: Te Tumu Structure planning is to be added to this Action Plan list. Te Tumu is identified elsewhere in the MSP but an oversight has led to its lack of reference in the bullet point above.

· Commence implementation of the Te Papa Spatial Plan and Indicative Business Case and the Cameron Road multi-modal programme.

· Complete the Intensification Plan Change 26, to enable higher density developments and as a result deliver a strong policy to support mode shift.

MAKING SHARED AND ACTIVE MODES MORE ATTRACTIVE

Short term Priorities (1-5 yrs)

· SmartGrowth partners to develop a joint engagement and communications strategy and plan to support working closely with local communities to increase understanding and gain support for implementing mode shift (services and amenities) for local neighbourhoods.

· SmartGrowth partners to investigate a joint approach to planning, designing, and delivering the subregion’s public transport activity.

· Review the Regional Public Transport Plan and WBoP Public Transport Blueprint to strengthen the commitment to public transport as a key element of the subregion’s mode shift strategy.

· Develop and undertake a Western Bay of Plenty Public Transport Implementation Plan to give effect to the UFTI optimal programme and associated SmartGrowth Joint Spatial Plan initiatives.

· Further develop the Tauranga Walking and Cycling Business Case and implement the Tauranga Cycle Plan and draft Western Bay of Plenty Walking and Cycling Action Plan and develop a (partner shared) coordinated implementation plan to deliver connected cycleways and pathways on the identified priority routes across the subregion.

· Implement the Cameron Road Multi-Modal Study interventions to increase mode shift along the corridor.

· Continue to work with schools and local cycling groups to ascertain the best mix of interventions including education to address safety concerns and perceptions for cycling.

INFLUENCING TRAVEL DEMAND AND TRANSPORT CHOICE

Short term Priorities (1-5yrs)

· Encourage new commercial and/or industrial developments (of scale) to develop travel demand management plans to support the movement of people and goods.

· Complete the Tauranga City Parking Policy review and the Western Bay of Plenty public transport fares review and ensure the policies give effect to the subregion’s mode shift objectives, including good alignment and supporting rules and regulations across the two policies.

· Investigate how resource management conditions and/or processes can support the quicker and easier delivery of mode shift facilities in local communities.

· Complete travel demand packages for Te Tumu and Tauriko West.

SmartGrowth: Urban Form and Transport Initiative (UFTI)

26. The Urban Form and Transport Initiative (UFTI) was a collaborative project involving SmartGrowth, Waka Kotahi, Western Bay of Plenty District Council, Tauranga City Council, Bay of Plenty Regional Council, iwi, and community leaders. The Ministry of Housing and Urban Development was also represented in UFTI. The UFTI Final Report was endorsed by SmartGrowth and adopted by the western bay partner Councils in July 2020.

27. UFTI focussed on supporting liveable community outcomes and finding answers for the subregion’s future housing capacity, intensification, urban form, and how to move more people via a multi-modal (such as public transport and cycleways) transport system.

28. This includes a significant mode shift programme to support a step change in the movement of people and goods. It is going to be important, that all partners, both local, regional, and national, work together on a coordinated approach in the delivery and funding of future mode shift initiatives. The MSP supports the implementation of UFTI.

Financial Considerations

29. Relevant specific mode shift activities in the MSP have been extracted from existing identified transport planning processes like UFTI, the Public Transport Blueprint or the Councils growth planning processes (like Te Tumu or Tauriko). Each project will generally require its own business case and funding applications. Endorsing the MSP is likely to support future funding applications with the Waka Kotahi.

30. Specific projects and programmes required to support the delivery of the MSP will form part of the development and prioritisation processes for the National Land Transport Programme, Regional Land Transport Plan, and Council’s Long Term Plan.

Legal Implications / Risks

31. No legal implications have been identified.

Consultation / Engagement

32. Consultation and/or engagement would occur through the development of activities identified in the MSP, as well as through the LTP and RLTP processes.

Significance

33. Projects in the MSP relate to existing identified projects through processes like UFTI, the PT Blueprint or the Councils growth planning processes, and summarises these projects in one document. On this basis, endorsing the MSP is considered as ‘low’ significance.

Next Steps

34. Waka Kotahi will continue to brief Ministers in regard to progress on the Mode Shift Plans for each of the identified key growth areas, including the Bay of Plenty’s.

35. Bay of Plenty Regional Council will work with Waka Kotahi and local government partners to develop the Rotorua Lakes and Eastern Bay of Plenty subregional sections by December 2020 and early 2021 respectively.

36. Tauranga City Council staff will continue to work with Waka Kotahi and Bay of Plenty Regional Council to continue implementing the projects outlined in the MSP.

37. It is anticipated that the MSP will be a live document. When updates are required, staff will work with Waka Kotahi and will report back to Council. For example, projects related to mode-shift that will be identified through the Western Bay’s Transport System Plan (TSP) could be added in a next revision of the MSP.

Attachments

1. Bay of Plenty Regional Mode Shift Plan Framework, including Western Bay Section - A11668133 ⇩

Urban Form and Transport Development Committee Meeting Agenda

1 September 2020

Quarterly Update – Growth / Land Use Planning Projects – September 2020

PROJECT	PROGRESS UPDATE	1. NEXT STEPS
Te Papa Spatial Plan	The purpose of the Te Papa Spatial Plan is to provide a 30-year blueprint that provides strategic direction for growth of the Te Papa peninsula, forming the basis for the co-ordination of decision making across multi agencies in a growth context. Early stages of the Te Papa project have assisted to inform and refine the Intensification Plan Changes; however, the project’s primary focus is on the development of a supporting plan for public investment in amenities, infrastructure (including transport) and other initiatives required to support and deliver sustainable growth for delivery through future long-term plans and by other organisations. In this regard, the project is made up of two core deliverables – the Te Papa Spatial Plan, and the Te Papa Indictive Business Case (IBC). While the IBC focuses on an integrated land use transport strategy, it will also be supported by the broader Spatial Plan, which provides for consideration of supporting infrastructure (including 3-waters) and community investment, including community amenities, opens space, environmental, cultural and wider considerations. As part of the IBC process, on 5 May 2020 Council endorsed the recommended Te Papa peninsula urban form option and agreed in principle to the Te Papa peninsula 30-year multi-modal transport programme to support the recommended urban form option, subject to further investigation and funding availability. The business case has now been submitted to Waka Kotahi for endorsement at their 20 August Board meeting. With regard to the Spatial Plan, key tasks during August have included: · Finalising the draft 30-year implementation plan that will tie together outcomes of the design sprint, community and stakeholder engagement and technical reporting. · Ongoing engagement with mana whenua representatives on the Te Papa project · Key stakeholder engagement (e.g. Kāinga Ora, APL, Tauranga Racing) · Internal TCC, NZTA, Regional Council and other programme partnership engagement The draft Spatial Plan, including implementation plan, will be workshopped with Council on 1 Sept separately to UFTD and, subject to any final amendments, brought before Council for endorsement at the 13 October UFTD Committee meeting.	September 2020: Workshop with Councillors on draft of Spatial Plan, including 30-year implementation plan October 2020: Submit final Spatial Plan, including 30-year implementation plan, to UFTD committee for endorsement Input outcomes in Long Term Plan development
Plan Change 26 - Housing Choice	Plan Change 26 is being advanced to enable more infill and intensification opportunities in the existing urban area, specifically the Suburban Residential Zone, Commercial Zone and Te Papa Peninsula (City Living zones and a new Te Papa Housing Overlay). Proposed changes to the Suburban Residential Zone will enable duplexes through a permitted activity status and terrace and townhouses through a restricted discretionary activity. Proposals will also be required to demonstrate how they are meeting urban design outcomes, both in terms of onsite and offsite amenity. The Commercial Zone already allows residential development to occur, however the Plan does not require the consideration of urban design outcomes and as a result there have been some poor outcomes. It is proposed that urban design requirements be introduced for residential development in the Commercial Zone. The land use component of the Te Papa Spatial Plan will also be carried forward as part of the plan changes. This will include changes to the City Living Zone and also changes that will implement greater residential intensification across parts of the Te Papa Peninsula through the proposed Te Papa Housing Overlay. It will also enable redevelopment of social housing stock to occur in Merivale and Gate Pa. Much of Gate Pa will be covered by the apartment building overlay. Merivale and the remaining parts of Gate Pa are planned to be covered by the duplex and terraced housing provisions, allowing development up to three storeys (including three storey apartment buildings) as resolved at the UFTD Committee meeting on 21 July 2020. There is also a significant evidence base and testing underway prior to progressing the plan changes to notification. This includes architectural and financial feasibility testing, a development capacity assessment, understanding infrastructure capacity and meeting the natural hazard requirements of the Regional Policy Statement. The city-wide risk assessment for natural hazards is now complete. The outcome of the risk assessment is that most natural hazards assessed are high risk. Options have been considered to progress the natural hazards work to ensure that a low level of risk is achieved for the plan change. The proposed way forward is to remove the geographic areas of high risk to natural hazards from the plan change which includes open coast erosion, harbour erosion, harbour inundation, liquefaction and lateral spread. These areas will be significant in their spatial extent, especially in the Arataki and Papamoa areas. Mapping of these natural hazards over the Suburban Residential Zone is complete and a proposed rule framework to remove these areas has been drafted. Community and key stakeholder engagement alongside the Te Papa Spatial Plan commenced in March and closed on 15th May 2020. A summary of the engagement was provided to the UFTD Committee on 21 July 2020. Staff have now worked through all the feedback and held follow up workshops with a number of key stakeholders. Amendments have been made to the draft provisions where appropriate to address the feedback received. Tangata whenua engagement is now complete and report finalised which covers all the feedback received.	Draft provisions, s.32 and technical information required to support the s.32 are now being finalised for final review before seeking notification of the plan change. Seek resolution to undertake formal public notification of the Plan Change at the UFTD committee meeting scheduled for 13 October 2020.
Plan Change 27 - Flooding from intense rainfall Plan Change	In December 2018, Council resolved to progress Plan Change 27 in relation to addressing the modelled flood risks caused by intense rainfall across Tauranga. A mapping exercise was undertaken to identify floodplains, flood prone areas and overland flowpaths across Tauranga. Draft planning provisions have been prepared to manage all new development and redevelopment in floodplains, overland flowpaths and flood prone areas. The draft provisions are currently being tested. The proposed plan change considers the issues of: · Climate Change (associated with intense rainfall events); · Risk reduction to buildings and life (new/altered); · Earthworks; · Identification and protection of overland flowpaths and floodplains; · City-wide impervious surfaces. Engagement with tangata whenua, internal teams, Bay of Plenty Regional Council and Western Bay of Plenty District Council has occurred in March, April and May through face to face workshops and online meetings. These groups and key stakeholders have also been provided draft provisions for feedback. Amendments have been made to the draft provisions where appropriate to address the feedback received. All technical assessments, including risk assessments to meet the requirements of the Regional Policy Statement, justification of rules relating to earthworks and impervious surfaces and mapping of the flood areas are now being finalised for public notification. There is a significant link between the Housing Choice Plan Change (PC26) and the Flooding from intense rainfall plan change (PC27). It is imperative that Plan Change 27 is notified before or at the same time as the Housing Choice Plan Changes to ensure that the risk of flooding to life and property from intense rainfall is avoided or mitigated appropriately as development and redevelopment occurs across Tauranga.	Draft provisions, s.32 and technical information required to support the s.32 are now being finalised for final review before seeking notification of the plan change. Seek resolution to undertake formal public notification of the plan change at the UFTD committee meeting scheduled for 13 October 2020.
Plan Change 30 - Earthworks	In December 2018, TCC resolved to progress various plan changes prior to the full review of the City Plan with a focus on growth management and intensification opportunities. The management of earthworks was identified as an aspect of development that needed further investigation as part of this plan change programme. Plan Change 30 is being progressed to address the following issues: i) Clarify current exemptions and exceptions from the permitted activity standards for earthworks that relate to erosion and sediment control provisions and stabilisation of cut and fill; ii) Clarify the current erosion and sediment control standards in the City Plan and provide greater guidance on measures/materials to assist plan users in achieving compliance; iii) Clarify the current subdivision provisions so that it is clear that the exemption for earthworks consented as part of an approved subdivision only applies where there is an approved subdivision through which earthworks has already been considered and appropriate conditions applied as part of that subdivision consent. The clarifications are small scale and technical in nature to allow these matters to be addressed before the upcoming City Plan Review. The wider earthworks policy approach and plan provisions will be reviewed as part of the City Plan Review.	Draft provisions and s.32are now being finalised for final review before seeking notification of the plan change. Seek resolution to undertake formal public notification of the plan change at the UFTD committee meeting scheduled for 13 October 2020.
City Plan Review	The review of the City Plan is a statutory requirement every 10 years under the Resource Management Act 1991. The current operative Tauranga City Plan became operative in September 2013. Government direction through the national planning standards also requires the next Tauranga City Plan to be prepared and notified for public submissions by April 2024. At the UFTD Committee meeting on 21 July 2020, the project plan for the City Plan Review was endorsed. The Project Plan covered the following: - The purpose and scope of the project; - Goals and objectives; - Governance and structure; - Key tasks and timeframes; - Roles and responsibilities; - Project costs; and - Risks associated with the project. In addition, a Communications and Engagement Strategy; and Tangata Whenua and Maori Engagement Plan was prepared to inform the project plan. The Tangata Whenua and Maori Engagement Plan and project plan was presented to the Te Rangapu Mana Whenua o Tauranga Moana on 27 August 2020. As part of the roles and responsibilities, set up meetings have now been held with all groups identified within the governance structure. External resourcing and internal resourcing gaps have been identified and work underway to fill these roles in line with the project plan. Further below in this table is a separate item on the Government’s Resource Management Review which creates some uncertainties for the City Plan Review.	Continue project set up for the City Plan Review. Commence Phase 1 of the City Plan Review to undertake workshops with internal teams, Councillors and key stakeholders to ensure all issues are identified, understood and prioritised.
Tauriko West Urban Growth Area	Tauriko West Urban Growth Area is a collaborative project driven by four key partners being Western Bay of Plenty District Council (WBOPDC), Bay of Plenty Regional Council (BOPRC), New Zealand Transport Agency (NZTA) and Tauranga City Council. Tauriko West is located partially within WBOPDC and TCC jurisdictional areas. A reorganisation proposal has been confirmed by the Local Government Commission (LGC) and is expected to become effective in January 2021. A group is being established to meet transition requirements between the councils. The first Order in Council has been approved by the Governor General to enable progression of the transition requirements. Work is also underway by TCC staff to develop further understanding of the infrastructure requirements to service Tauriko West and the necessary sequencing. Presented as a Staging Plan this identifies respective areas across Tauriko West and the necessary requirements to deliver the servicing to enable development to proceed in a coordinated and efficient manner, while also ensuring that as Tauriko West progresses, it is integrated with development across the wider western corridor. With landowners, work is underway to develop appropriate cross sections for the main internal road corridor in order to develop an agreed set of principles that will address issues associated with corridor width, extent of bus lanes, cycle/pedestrian facilities and provision for utility corridors. Recently developed guidance will be shared with landowners as this detail is further developed. Significant progress has been made with landowners to agree the principles associated with stormwater management and the implications for landform refinements. This has been informed by recent direction provided by the recently released National Policy Statement for Freshwater Management as well as the new National Environmental Standard for Freshwater. This work continues and is expected to soon be concluded. The Tauranga City Council continues to progress work on the development of the future structure plan to incorporate all necessary infrastructure. This includes the initial State Highway roading improvements to enable Tauriko West to progress, strategic wastewater and water supply assessments for both the interim and long-term periods, and progression of work for a future comprehensive stormwater consent. TCC staff are presently collaborating with landowners to finalise an agreed concept landform option to inform this comprehensive stormwater consent process. Work has commenced on the preparation of the RMA planning provisions and appropriate zoning of land for the Tauriko West plan change. Market Economics and 4Sight Planning have recently been engaged to deliver an assessment of policy options to drive increased housing densities and a wider variety of housing in the Urban Growth Area. Reporting is programmed to be delivered in late August 2020. It is proposed to provide the UFTD Committee with a presentation of this project at a future UFTD Committee later this year.	Continue working with landowners on refining an agreed concept landform, stormwater management and structure plan related details. Ongoing liaison with Te Kauae a Roopu (Hapu based forum) as part of the Iwi/Hapu engagement. Separate liaison with Iwi required. Continue working with NZTA on State Highway Planning, for early access to the proposed growth area and long-term upgrades for SH29. Continue technical workstreams, particularly for flood risk assessment, groundwater and ecological assessments, and Plan Change drafting. Progress with the required steps to meet the first Order in Council in regard to the Transition Body, which is to establish an implementation team to develop a plan which is then progressed to the second Order in Council to allow the progression of tasks to meet the reorganisation plan. Continue engagement with Government agencies in relation to the proposed RMA national directions. This includes consideration of the new National Policy Statements for Urban Development and Freshwater Management, as well as the new National Environmental Standard for Freshwater. An assessment of utilising the fast track consenting offered under the new Covid 19 fast-track legislation is underway. This legislation aims to help with economic recovery from COVID-19 and may have advantages for this project. Provide a more substantive update to UFTD on the project as requested.
Te Tumu Urban Growth Area	Council have completed various technical assessments to inform the structure plan. The inputs for the technical reports have been based on three population scenarios to ensure that appropriate infrastructure can be delivered. These three population scenarios range from a base of 15,500 people up to 25,000 people. Most technical workstreams are now complete with final reporting in the process of being reviewed including a stormwater management strategy. Updates to some natural hazard work has also taken place to account for Ministry for the Environment guidance on sea level rise – including updates to tsunami and coastal erosion modelling. Transport modelling is continuing to help inform final road corridor and intersection concept development. These road corridors include the provisions for walking, cycling and public transport. Reporting is also being finalised in respect to natural hazard risk for lifeline infrastructure. All these workstreams will inform the structure plan and plan change documentation. Work has commenced on the preparation of the RMA planning provisions and the identification of appropriate zoning of land for the Te Tumu Plan Change. Landowners are currently reviewing a draft set of Light Industrial Zone and residential provisions prepared by TCC staff. Development of a framework for reporting on Plan Change content in accordance with RMA Section 32 has also commenced. Discussions with landowners are ongoing in relation to the preparation of funding agreements for the delivery of infrastructure and services within this urban growth area, along with the potential staging of these assets. Also, as for Tauriko West above, Market Economics and 4Sight Planning are preparing an assessment of policy options to improve housing density and diversity outcomes in Te Tumu, with reporting scheduled for late August. Comments above for Tauriko West regarding proposed national planning directions under the RMA also apply to Te Tumu. On 9 April 2020 the Maori Appellate Court released its decision affirming the 24 October 2018 decision of the Maori Land Court to dismiss the application by the Tumu Kaituna 14 Trust for a change of status of land (from Maori land to general land) and a Trust order variation. The TK14 Trust has subsequently lodged an appeal of this decision with the NZ Court of Appeal. Therefore, provision of infrastructure corridors through this land to support delivery of development within the remainder of the growth area will be subject to the outcomes of the Court of Appeal process and landowner engagement via the various affected Maori landowners. It is expected that urban development within this growth area will now be further delayed, until such a time as access through the growth area can be confirmed.	Complete infrastructure planning and road corridor planning assessments. Continue finalising reporting from technical workstreams and preparation of plan change documentation. Complete structure planning processes. Develop updated communications and engagement program for Te Tumu, in preparation for re-engagement with iwi authorities, and wider community in progression for future plan change progression. Receive response from TK14 Trust Chairman on TCC proposal for next steps on infrastructure corridor creation.
Future Urban Growth Areas: Keenan Road	The Local Government Commission (LGC) undertaken consultation with landowners in the Keenan Road area to consider inclusion of this area for a boundary reorganisation, thereby altering the TCC/WBOPDC jurisdictional boundary to facilitate development of this area. A decision from the LGC is expected later this year. A project plan is being developed for the area to enable structure planning to progress in time for the City Plan Review assuming that the LGC transfers this land to the City in the near future. Long-term wastewater study for the Western Corridor is complete and was reported previously to an earlier UFTD meeting. This study provides for wastewater servicing in the Keenan Road area. A similar potable water study is now underway.	Continue to work with the Local Government Commission on the proposed boundary reorganisation to move the Keenan Road area into the TCC District. Progress a project plan for the future structure planning and rezoning of the area. Complete water planning study.
Future Urban Growth Areas: Lower Belk Road area (Tauriko Business Estate Extension)	The Local Government Commission (LGC) has undertaken consultation with landowners in the Lower Belk Road area to consider transferring this area into the TCC City jurisdiction. This area is earmarked for an extension of the Tauriko Business Estate in current planning documents such as the urban limits, SmartGrowth and UFTI. A decision from the LGC is expected later this year. Long-term water study and wastewater servicing studies have been undertaken for the Western Corridor as the result of structure planning of Tauriko West. These studies include consideration of the Tauriko Business Estate extension area.	If the Lower Belk Road area is brought into the TCC jurisdiction through the current Local Government Commission process this would allow TCC to commence planning for future urbanisation or for this to be progressed directly by the developer for the Tauriko Business Estate. Complete water planning study. Complete investigations into transport improvements for approval by TCC and NZTA.
Rural Land Study	This project has not progressed since the last quarterly update as it is not a priority workstream relative to other work underway across the tea. The previous update is repeated below. A desktop study is nearly complete to determine the urbanisation potential of the remaining rural land areas within the city boundaries namely Bethlehem South, Oropi Road, Papamoa Hills, Papamoa and Matapihi. Draft findings are complete. There is no significant urbanisation potential identified in Bethlehem or Oropi, however, there are small areas in Oropi, which could be considered for Rural Residential. For Papamoa and part of Papamoa Hills catchments show that urbanisation potential is challenging as the land blocks are located on peat soils and with other constraints such as flooding. Further investigation is required to understand the extent of ground conditions challenges and mitigation measures before considering future urbanisation of these areas. However, it should be noted that a number of parties have development aspirations in these areas and some are progressing their own investigations and considering resource consent processes. The draft findings identify that there is potential for urbanisation in Matapihi and some parts of the Papamoa Hills area, however both catchments have large areas of multiply-owned Maori Land and urbanisation may not be consistent with the aspirations of these communities. Future engagement will be required with the landowners to understand aspirations and opportunities in this area.	The Rural Land Study is being finalised. The intention is that the findings of the study will be reported to UFTD later in 2020. It is likely that the aspirations for Maori land identified in the study will be considered through the proposed ‘Iwi Spatial Plan’ which is an action from UFTI to be progressed over the next 12 months. The Study will also be a key input into the City Plan Review.
Smith’s Farm	Staff are continuing to explore options to progress the development and sale of Smiths Farm for residential housing. This will be reported back to the Committee later in 2020. The main constraint is the cost, timeframes and risks associated with access. With the NZTA Tauranga Northern Link project progressing at pace, NZTA advise that it will need to complete a cost sharing MOU with TCC in respect of access and the proposed shared stormwater solution within the next 1-2 months. In broad terms NZTA will met the costs of retaining a like for like access as currently provided by Richards Way. TCC would meet the additional costs of an upgraded access to enable urban development as well as the stormwater and servicing costs attributable to development of the site. TCC is able to apply for FAR subsidy for its share of transport costs through separate NZTA processes however the outcome of this remains uncertain at this time. The infrastructure covered by the cost sharing agreement will be included within the scope of the TNL contract with a final decision on construction of the Smiths Farm access road to be made in future by TCC when tender costs are known.	Compete investigations and prepare Committee report. Negotiate cost sharing agreement with NZTA Report separately to elected members in relation to the cost sharing agreement
Government Policy & Initiatives	RMA Comprehensive Review The Government’s review of the Resource Management Act 1991 (RMA) has come to a significant milestone with the release of an independent report setting out a proposed way forward in July. The Resource Management Review Panel has recommended major changes to New Zealand’s resource management legislative framework, including repealing and replacing the RMA with the following new legislation: · Natural Built Environments Act (NBEA) · Strategic Planning Act (SPA) · Managed Retreat and Climate Change Adaptation Act (CCAA). The NBEA would be the most direct replacement for the RMA, while the SPA would have the purpose of setting long term strategic goals and facilitating the integration of functions from across the resource management system (including the Local Government Act 2002, Land Transport Management Act 2003 and Climate Change Response Act 2002). If enacted the CCAA will establish an adaptation fund to enable central and local government to support necessary steps to address the effects of climate change. The combined effect of the SPA and the NBEA would be to significantly overhaul how local authorities are expected to approach planning for natural and built environments, with a focus on closer links between land and resource planning, and associated funding and investment. The Review Panel’s recommendations include: · Replacing and enhancing the RMA’s principles and purposes. · Combining regional and district plans, and streamlining the plan preparation and change process. · Addressing the deficiencies in the RMA including requiring the setting of mandatory environmental limits, better facilitating urban development and addressing climate change issue. A summary of the report can be found at the following link https://www.mfe.govt.nz/publications/rma/new-directions-resource-management-new-zealand-report-of-resource-management-review. The next step is for the Government to consider and advise its views on these recommendations which we understand will not be communicated until after the upcoming elections. There is likely to be significant changes to the Panel’s recommendations through consultation and legislative processes under the new Government. A single combined plan for each territorial authority and regional council per region is recommended, developed collaboratively by councils, mana whenua and government representatives. While outside the scope of the terms of reference for the review, clear commentary is provided that NZ has too many councils and that significant benefits in simplifying the planning & resource management system could be achieved through amalgamation of councils. It is suggested that this should occur along regional lines. The proposed reform of planning and resource management legislation is large in scale and therefore likely to take many years to come into effect. However new legislation could be enacted ahead of notification of our full City Plan review. This creates significant uncertainty, but there is little that can be done to manage this until the government responds to the review and sets out a timeframe and process for these reforms in the new year. At this stage the City Plan project will continue as agreed until more is known. Staff will take every opportunity to engage with government officials, ministers and the like to advise them of the uncertainty this creates and seek advise on how we should proceed in this environment. National Policy Statements & National Environmental Standards The Government is progressing a range of National Directions under the RMA in relation to freshwater, highly productive soils, indigenous biodiversity and urban development, all of which TCC submitted on. The Government has now completed the following NPS’s - NPS of Urban Development Capacity – Presentation slides will be prepared and discussed at this UFTD meeting - NPS and NES for Freshwater – Presentation slides will be prepared and discussed at the October UFTD meeting The Government still has progression of work on the following NPS’s: - NPS on Highly Productive Land: Consultation closed on 10 October 2019. The Ministry for the Environment (MfE) and the Ministry for Primary Industries (MPI) are reviewing the proposed National Policy Statement for Highly Productive Land (NPS-HPL) based on public submissions. The work to further develop the policy was affected by the government's need to focus on the response to COVID-19 and ongoing recovery. Officials now expect to provide final advice to Cabinet in the first half of 2021. If approved by Cabinet, the NPS-HPL will likely take effect soon after. - NPS on biodiversity: The Government has outlined that The Biodiversity NPS is now set for release in April 2021. Urban Development Bill The Urban Development Act came into force on 7 August 2020 and, as the name suggests, is designed to facilitate urban development. The Act creates a process for “specified development projects” (SDPs) which would allow Kāinga Ora to access a range of significant statutory powers. These powers include an ability to: - override, add to, or suspend provisions in RMA plans or policy statements within the project area; - act as a consent authority (for consents under district plans) and requiring authority under the RMA; - reconfigure reserves; - build and alter infrastructure; and - acquire land. The COVID-19 Recovery (Fast Track Consenting) Act As a direct response to Covid-19, the legislation enabling fast track consenting was introduced to Parliament on 16 June 2020. It came into effect on 9 July 2020. The new consenting process is intended to get projects started, and therefore people into jobs, faster than standard RMA consenting and approval processes. The COVID Act introduces an alternative pathway (outside the RMA) for a project to access fast track resource consents and designations. Decisions are made by expert consenting panels, replacing the role that local authorities and other first instance decision makers have under the RMA. The purpose of the COVID Act is (section 4): “to urgently promote employment to support New Zealand’s recovery from the economic and social impacts of COVID-19 and to support the certainty of ongoing investment across New Zealand, while continuing to promote the sustainable management of natural and physical resources.” TCC is currently investigating the potential use of this Act for the Tauriko West project. Outcomes of this work will be presented to main landowners and Council for consideration in due course.	Continue to make submissions as appropriate and engage with the Government and its officials on matters as they relate to Tauranga. Complete assessment of Covid-19 Fast-tracking Consent opportunities.
Natural Hazards & Resilience Planning	The resilience project is to provide for robust infrastructure and informed land use planning so that we can improve the city’s resilience to natural hazards. Understanding the risks and their consequences is a critical element in this process. Then the way we respond through design, adaptation or retreat, will bring us closer to the goal of a resilient city. The resilience project used updated natural hazard data obtained from specialist assessments to quantify their impacts on the city’s infrastructure assets and then determine how to mitigate these risks. The output from this study identifies some 300 locations throughout the city where a concentration of hazards coincides with high criticality assets. Each of these locations have had resilience-building mitigation projects developed and are ranked in terms of criticality and resilience-building value for money and programmed to match already planned renewals. The projects each have been advanced to the point of a concept design, a scope of work and a cost estimate sufficiently developed for inclusion in the next LTP. Identified characteristics of the projects are · Flooding hazard appears in over 90% of the projects · Over half of the projects contain more than four natural hazards · Approximately 25 identify the need for consideration of long-term retreat · Each project contributes a measurable improvement to city resilience The output to date from the resilience project was presented to UFTD on 21 July 2020 providing project samples and indicating a budget of $900 million to be invested over 30+ years. The next stage in this development is to agree on funding sources and on the technical prioritisation process through which to filter the mitigation projects and then to present UFTD with a specific proposal for inclusion in the 2021 LTP. TCC is now progressing work on: · Preparation of mitigation project documentation for consideration in the LTP · Identification of near-future mitigation projects for design and construction · City-wide Risk Assessment to satisfy the requirements of the Regional Policy Statement Modelling of open coast inundation from Mount to Te Tumu is currently being undertaken by NIWA for BoPRC and the results will be incorporated into TCC hazard maps. Release of this information to the community is anticipated in second quarter 2021. It is likely to impact a number of properties along the coast and an appropriate engagement program is being developed around this. City wide land stability assessment is due for advancement over the remainder of 2020. This will be a technical advance on our current static hazard lines and will incorporate probability into the analysis for the first time. TCC has initiated a relationship with BoPRC, Waikato Regional Council, Auckland Unitary Council and EQC in order to standardise our approach and share resources. This relationship will be to our benefit in both time and cost and provides an additional level of quality assurance and validation of our final mapping. This work is expected to be released around second quarter 2021. A pilot study completed in December 2019 indicated that this new probabilistic mapping is not likely to negatively impact properties as the existing 2001 mapping is generally conservative by comparison.	Completion of City-wide risk assessment. Completion of studies on land stability, and open coast inundation. Progression of prioritisation of projects for the LTP, including a further presentation to UFTD.

PROJECT

PROGRESS UPDATE

1. NEXT STEPS

Te Papa Spatial Plan

The purpose of the Te Papa Spatial Plan is to provide a 30-year blueprint that provides strategic direction for growth of the Te Papa peninsula, forming the basis for the co-ordination of decision making across multi agencies in a growth context. Early stages of the Te Papa project have assisted to inform and refine the Intensification Plan Changes; however, the project’s primary focus is on the development of a supporting plan for public investment in amenities, infrastructure (including transport) and other initiatives required to support and deliver sustainable growth for delivery through future long-term plans and by other organisations. In this regard, the project is made up of two core deliverables – the Te Papa Spatial Plan, and the Te Papa Indictive Business Case (IBC). While the IBC focuses on an integrated land use transport strategy, it will also be supported by the broader Spatial Plan, which provides for consideration of supporting infrastructure (including 3-waters) and community investment, including community amenities, opens space, environmental, cultural and wider considerations.

As part of the IBC process, on 5 May 2020 Council endorsed the recommended Te Papa peninsula urban form option and agreed in principle to the Te Papa peninsula 30-year multi-modal transport programme to support the recommended urban form option, subject to further investigation and funding availability. The business case has now been submitted to Waka Kotahi for endorsement at their 20 August Board meeting.

With regard to the Spatial Plan, key tasks during August have included:

· Finalising the draft 30-year implementation plan that will tie together outcomes of the design sprint, community and stakeholder engagement and technical reporting.

· Ongoing engagement with mana whenua representatives on the Te Papa project

· Key stakeholder engagement (e.g. Kāinga Ora, APL, Tauranga Racing)

· Internal TCC, NZTA, Regional Council and other programme partnership engagement

The draft Spatial Plan, including implementation plan, will be workshopped with Council on 1 Sept separately to UFTD and, subject to any final amendments, brought before Council for endorsement at the 13 October UFTD Committee meeting.

September 2020:

Workshop with Councillors on draft of Spatial Plan, including 30-year implementation plan

October 2020:

Submit final Spatial Plan, including 30-year implementation plan, to UFTD committee for endorsement

Input outcomes in Long Term Plan development

Plan Change 26 - Housing Choice

Plan Change 26 is being advanced to enable more infill and intensification opportunities in the existing urban area, specifically the Suburban Residential Zone, Commercial Zone and Te Papa Peninsula (City Living zones and a new Te Papa Housing Overlay).

Proposed changes to the Suburban Residential Zone will enable duplexes through a permitted activity status and terrace and townhouses through a restricted discretionary activity. Proposals will also be required to demonstrate how they are meeting urban design outcomes, both in terms of onsite and offsite amenity.

The Commercial Zone already allows residential development to occur, however the Plan does not require the consideration of urban design outcomes and as a result there have been some poor outcomes. It is proposed that urban design requirements be introduced for residential development in the Commercial Zone.

The land use component of the Te Papa Spatial Plan will also be carried forward as part of the plan changes. This will include changes to the City Living Zone and also changes that will implement greater residential intensification across parts of the Te Papa Peninsula through the proposed Te Papa Housing Overlay. It will also enable redevelopment of social housing stock to occur in Merivale and Gate Pa. Much of Gate Pa will be covered by the apartment building overlay. Merivale and the remaining parts of Gate Pa are planned to be covered by the duplex and terraced housing provisions, allowing development up to three storeys (including three storey apartment buildings) as resolved at the UFTD Committee meeting on 21 July 2020.

There is also a significant evidence base and testing underway prior to progressing the plan changes to notification. This includes architectural and financial feasibility testing, a development capacity assessment, understanding infrastructure capacity and meeting the natural hazard requirements of the Regional Policy Statement.

The city-wide risk assessment for natural hazards is now complete. The outcome of the risk assessment is that most natural hazards assessed are high risk. Options have been considered to progress the natural hazards work to ensure that a low level of risk is achieved for the plan change. The proposed way forward is to remove the geographic areas of high risk to natural hazards from the plan change which includes open coast erosion, harbour erosion, harbour inundation, liquefaction and lateral spread. These areas will be significant in their spatial extent, especially in the Arataki and Papamoa areas. Mapping of these natural hazards over the Suburban Residential Zone is complete and a proposed rule framework to remove these areas has been drafted.

Community and key stakeholder engagement alongside the Te Papa Spatial Plan commenced in March and closed on 15th May 2020. A summary of the engagement was provided to the UFTD Committee on 21 July 2020. Staff have now worked through all the feedback and held follow up workshops with a number of key stakeholders. Amendments have been made to the draft provisions where appropriate to address the feedback received. Tangata whenua engagement is now complete and report finalised which covers all the feedback received.

Draft provisions, s.32 and technical information required to support the s.32 are now being finalised for final review before seeking notification of the plan change.

Seek resolution to undertake formal public notification of the Plan Change at the UFTD committee meeting scheduled for 13 October 2020.

Plan Change 27 - Flooding from intense rainfall Plan Change

In December 2018, Council resolved to progress Plan Change 27 in relation to addressing the modelled flood risks caused by intense rainfall across Tauranga.

A mapping exercise was undertaken to identify floodplains, flood prone areas and overland flowpaths across Tauranga. Draft planning provisions have been prepared to manage all new development and redevelopment in floodplains, overland flowpaths and flood prone areas. The draft provisions are currently being tested. The proposed plan change considers the issues of:

· Climate Change (associated with intense rainfall events);

· Risk reduction to buildings and life (new/altered);

· Earthworks;

· Identification and protection of overland flowpaths and floodplains;

· City-wide impervious surfaces.

Engagement with tangata whenua, internal teams, Bay of Plenty Regional Council and Western Bay of Plenty District Council has occurred in March, April and May through face to face workshops and online meetings. These groups and key stakeholders have also been provided draft provisions for feedback. Amendments have been made to the draft provisions where appropriate to address the feedback received.

All technical assessments, including risk assessments to meet the requirements of the Regional Policy Statement, justification of rules relating to earthworks and impervious surfaces and mapping of the flood areas are now being finalised for public notification.

There is a significant link between the Housing Choice Plan Change (PC26) and the Flooding from intense rainfall plan change (PC27). It is imperative that Plan Change 27 is notified before or at the same time as the Housing Choice Plan Changes to ensure that the risk of flooding to life and property from intense rainfall is avoided or mitigated appropriately as development and redevelopment occurs across Tauranga.

Draft provisions, s.32 and technical information required to support the s.32 are now being finalised for final review before seeking notification of the plan change.

Seek resolution to undertake formal public notification of the plan change at the UFTD committee meeting scheduled for 13 October 2020.

Plan Change 30 - Earthworks

In December 2018, TCC resolved to progress various plan changes prior to the full review of the City Plan with a focus on growth management and intensification opportunities. The management of earthworks was identified as an aspect of development that needed further investigation as part of this plan change programme.

Plan Change 30 is being progressed to address the following issues:

i) Clarify current exemptions and exceptions from the permitted activity standards for earthworks that relate to erosion and sediment control provisions and stabilisation of cut and fill;

ii) Clarify the current erosion and sediment control standards in the City Plan and provide greater guidance on measures/materials to assist plan users in achieving compliance;

iii) Clarify the current subdivision provisions so that it is clear that the exemption for earthworks consented as part of an approved subdivision only applies where there is an approved subdivision through which earthworks has already been considered and appropriate conditions applied as part of that subdivision consent.

The clarifications are small scale and technical in nature to allow these matters to be addressed before the upcoming City Plan Review. The wider earthworks policy approach and plan provisions will be reviewed as part of the City Plan Review.

Draft provisions and s.32are now being finalised for final review before seeking notification of the plan change.

Seek resolution to undertake formal public notification of the plan change at the UFTD committee meeting scheduled for 13 October 2020.

City Plan Review

The review of the City Plan is a statutory requirement every 10 years under the Resource Management Act 1991. The current operative Tauranga City Plan became operative in September 2013. Government direction through the national planning standards also requires the next Tauranga City Plan to be prepared and notified for public submissions by April 2024.

At the UFTD Committee meeting on 21 July 2020, the project plan for the City Plan Review was endorsed.

The Project Plan covered the following:

- The purpose and scope of the project;

- Goals and objectives;

- Governance and structure;

- Key tasks and timeframes;

- Roles and responsibilities;

- Project costs; and

- Risks associated with the project.

In addition, a Communications and Engagement Strategy; and Tangata Whenua and Maori Engagement Plan was prepared to inform the project plan. The Tangata Whenua and Maori Engagement Plan and project plan was presented to the Te Rangapu Mana Whenua o Tauranga Moana on 27 August 2020.

As part of the roles and responsibilities, set up meetings have now been held with all groups identified within the governance structure. External resourcing and internal resourcing gaps have been identified and work underway to fill these roles in line with the project plan.

Further below in this table is a separate item on the Government’s Resource Management Review which creates some uncertainties for the City Plan Review.

Continue project set up for the City Plan Review.

Commence Phase 1 of the City Plan Review to undertake workshops with internal teams, Councillors and key stakeholders to ensure all issues are identified, understood and prioritised.

Tauriko West Urban Growth Area

Tauriko West Urban Growth Area is a collaborative project driven by four key partners being Western Bay of Plenty District Council (WBOPDC), Bay of Plenty Regional Council (BOPRC), New Zealand Transport Agency (NZTA) and Tauranga City Council.

Tauriko West is located partially within WBOPDC and TCC jurisdictional areas. A reorganisation proposal has been confirmed by the Local Government Commission (LGC) and is expected to become effective in January 2021. A group is being established to meet transition requirements between the councils. The first Order in Council has been approved by the Governor General to enable progression of the transition requirements.

Work is also underway by TCC staff to develop further understanding of the infrastructure requirements to service Tauriko West and the necessary sequencing. Presented as a Staging Plan this identifies respective areas across Tauriko West and the necessary requirements to deliver the servicing to enable development to proceed in a coordinated and efficient manner, while also ensuring that as Tauriko West progresses, it is integrated with development across the wider western corridor.

With landowners, work is underway to develop appropriate cross sections for the main internal road corridor in order to develop an agreed set of principles that will address issues associated with corridor width, extent of bus lanes, cycle/pedestrian facilities and provision for utility corridors. Recently developed guidance will be shared with landowners as this detail is further developed.

Significant progress has been made with landowners to agree the principles associated with stormwater management and the implications for landform refinements. This has been informed by recent direction provided by the recently released National Policy Statement for Freshwater Management as well as the new National Environmental Standard for Freshwater. This work continues and is expected to soon be concluded.

The Tauranga City Council continues to progress work on the development of the future structure plan to incorporate all necessary infrastructure. This includes the initial State Highway roading improvements to enable Tauriko West to progress, strategic wastewater and water supply assessments for both the interim and long-term periods, and progression of work for a future comprehensive stormwater consent. TCC staff are presently collaborating with landowners to finalise an agreed concept landform option to inform this comprehensive stormwater consent process. Work has commenced on the preparation of the RMA planning provisions and appropriate zoning of land for the Tauriko West plan change. Market Economics and 4Sight Planning have recently been engaged to deliver an assessment of policy options to drive increased housing densities and a wider variety of housing in the Urban Growth Area. Reporting is programmed to be delivered in late August 2020.

It is proposed to provide the UFTD Committee with a presentation of this project at a future UFTD Committee later this year.

Continue working with landowners on refining an agreed concept landform, stormwater management and structure plan related details.

Ongoing liaison with Te Kauae a Roopu (Hapu based forum) as part of the Iwi/Hapu engagement. Separate liaison with Iwi required.

Continue working with NZTA on State Highway Planning, for early access to the proposed growth area and long-term upgrades for SH29.

Continue technical workstreams, particularly for flood risk assessment, groundwater and ecological assessments, and Plan Change drafting.

Progress with the required steps to meet the first Order in Council in regard to the Transition Body, which is to establish an implementation team to develop a plan which is then progressed to the second Order in Council to allow the progression of tasks to meet the reorganisation plan.

Continue engagement with Government agencies in relation to the proposed RMA national directions. This includes consideration of the new National Policy Statements for Urban Development and Freshwater Management, as well as the new National Environmental Standard for Freshwater.

An assessment of utilising the fast track consenting offered under the new Covid 19 fast-track legislation is underway. This legislation aims to help with economic recovery from COVID-19 and may have advantages for this project.

Provide a more substantive update to UFTD on the project as requested.

Te Tumu Urban Growth Area

Council have completed various technical assessments to inform the structure plan. The inputs for the technical reports have been based on three population scenarios to ensure that appropriate infrastructure can be delivered. These three population scenarios range from a base of 15,500 people up to 25,000 people.

Most technical workstreams are now complete with final reporting in the process of being reviewed including a stormwater management strategy. Updates to some natural hazard work has also taken place to account for Ministry for the Environment guidance on sea level rise – including updates to tsunami and coastal erosion modelling. Transport modelling is continuing to help inform final road corridor and intersection concept development. These road corridors include the provisions for walking, cycling and public transport. Reporting is also being finalised in respect to natural hazard risk for lifeline infrastructure. All these workstreams will inform the structure plan and plan change documentation.

Work has commenced on the preparation of the RMA planning provisions and the identification of appropriate zoning of land for the Te Tumu Plan Change. Landowners are currently reviewing a draft set of Light Industrial Zone and residential provisions prepared by TCC staff. Development of a framework for reporting on Plan Change content in accordance with RMA Section 32 has also commenced. Discussions with landowners are ongoing in relation to the preparation of funding agreements for the delivery of infrastructure and services within this urban growth area, along with the potential staging of these assets. Also, as for Tauriko West above, Market Economics and 4Sight Planning are preparing an assessment of policy options to improve housing density and diversity outcomes in Te Tumu, with reporting scheduled for late August. Comments above for Tauriko West regarding proposed national planning directions under the RMA also apply to Te Tumu.

On 9 April 2020 the Maori Appellate Court released its decision affirming the 24 October 2018 decision of the Maori Land Court to dismiss the application by the Tumu Kaituna 14 Trust for a change of status of land (from Maori land to general land) and a Trust order variation. The TK14 Trust has subsequently lodged an appeal of this decision with the NZ Court of Appeal. Therefore, provision of infrastructure corridors through this land to support delivery of development within the remainder of the growth area will be subject to the outcomes of the Court of Appeal process and landowner engagement via the various affected Maori landowners. It is expected that urban development within this growth area will now be further delayed, until such a time as access through the growth area can be confirmed.

Complete infrastructure planning and road corridor planning assessments.

Continue finalising reporting from technical workstreams and preparation of plan change documentation.

Complete structure planning processes.

Develop updated communications and engagement program for Te Tumu, in preparation for re-engagement with iwi authorities, and wider community in progression for future plan change progression.

Receive response from TK14 Trust Chairman on TCC proposal for next steps on infrastructure corridor creation.

Future Urban Growth Areas:

Keenan Road

The Local Government Commission (LGC) undertaken consultation with landowners in the Keenan Road area to consider inclusion of this area for a boundary reorganisation, thereby altering the TCC/WBOPDC jurisdictional boundary to facilitate development of this area. A decision from the LGC is expected later this year.

A project plan is being developed for the area to enable structure planning to progress in time for the City Plan Review assuming that the LGC transfers this land to the City in the near future.

Long-term wastewater study for the Western Corridor is complete and was reported previously to an earlier UFTD meeting. This study provides for wastewater servicing in the Keenan Road area. A similar potable water study is now underway.

Continue to work with the Local Government Commission on the proposed boundary reorganisation to move the Keenan Road area into the TCC District.

Progress a project plan for the future structure planning and rezoning of the area.

Complete water planning study.

Future Urban Growth Areas:

Lower Belk Road area

(Tauriko Business Estate Extension)

The Local Government Commission (LGC) has undertaken consultation with landowners in the Lower Belk Road area to consider transferring this area into the TCC City jurisdiction. This area is earmarked for an extension of the Tauriko Business Estate in current planning documents such as the urban limits, SmartGrowth and UFTI. A decision from the LGC is expected later this year.

Long-term water study and wastewater servicing studies have been undertaken for the Western Corridor as the result of structure planning of Tauriko West. These studies include consideration of the Tauriko Business Estate extension area.

If the Lower Belk Road area is brought into the TCC jurisdiction through the current Local Government Commission process this would allow TCC to commence planning for future urbanisation or for this to be progressed directly by the developer for the Tauriko Business Estate.

Complete water planning study.

Complete investigations into transport improvements for approval by TCC and NZTA.

Rural Land Study

This project has not progressed since the last quarterly update as it is not a priority workstream relative to other work underway across the tea. The previous update is repeated below.

A desktop study is nearly complete to determine the urbanisation potential of the remaining rural land areas within the city boundaries namely Bethlehem South, Oropi Road, Papamoa Hills, Papamoa and Matapihi.

Draft findings are complete. There is no significant urbanisation potential identified in Bethlehem or Oropi, however, there are small areas in Oropi, which could be considered for Rural Residential. For Papamoa and part of Papamoa Hills catchments show that urbanisation potential is challenging as the land blocks are located on peat soils and with other constraints such as flooding. Further investigation is required to understand the extent of ground conditions challenges and mitigation measures before considering future urbanisation of these areas. However, it should be noted that a number of parties have development aspirations in these areas and some are progressing their own investigations and considering resource consent processes.

The draft findings identify that there is potential for urbanisation in Matapihi and some parts of the Papamoa Hills area, however both catchments have large areas of multiply-owned Maori Land and urbanisation may not be consistent with the aspirations of these communities. Future engagement will be required with the landowners to understand aspirations and opportunities in this area.

The Rural Land Study is being finalised. The intention is that the findings of the study will be reported to UFTD later in 2020.

It is likely that the aspirations for Maori land identified in the study will be considered through the proposed ‘Iwi Spatial Plan’ which is an action from UFTI to be progressed over the next 12 months.

The Study will also be a key input into the City Plan Review.

Smith’s Farm

Staff are continuing to explore options to progress the development and sale of Smiths Farm for residential housing. This will be reported back to the Committee later in 2020. The main constraint is the cost, timeframes and risks associated with access.

With the NZTA Tauranga Northern Link project progressing at pace, NZTA advise that it will need to complete a cost sharing MOU with TCC in respect of access and the proposed shared stormwater solution within the next 1-2 months. In broad terms NZTA will met the costs of retaining a like for like access as currently provided by Richards Way. TCC would meet the additional costs of an upgraded access to enable urban development as well as the stormwater and servicing costs attributable to development of the site. TCC is able to apply for FAR subsidy for its share of transport costs through separate NZTA processes however the outcome of this remains uncertain at this time. The infrastructure covered by the cost sharing agreement will be included within the scope of the TNL contract with a final decision on construction of the Smiths Farm access road to be made in future by TCC when tender costs are known.

Compete investigations and prepare Committee report.

Negotiate cost sharing agreement with NZTA

Report separately to elected members in relation to the cost sharing agreement

Government Policy & Initiatives

RMA Comprehensive Review

The Government’s review of the Resource Management Act 1991 (RMA) has come to a significant milestone with the release of an independent report setting out a proposed way forward in July. The Resource Management Review Panel has recommended major changes to New Zealand’s resource management legislative framework, including repealing and replacing the RMA with the following new legislation:

· Natural Built Environments Act (NBEA)

· Strategic Planning Act (SPA)

· Managed Retreat and Climate Change Adaptation Act (CCAA).

The NBEA would be the most direct replacement for the RMA, while the SPA would have the purpose of setting long term strategic goals and facilitating the integration of functions from across the resource management system (including the Local Government Act 2002, Land Transport Management Act 2003 and Climate Change Response Act 2002). If enacted the CCAA will establish an adaptation fund to enable central and local government to support necessary steps to address the effects of climate change.

The combined effect of the SPA and the NBEA would be to significantly overhaul how local authorities are expected to approach planning for natural and built environments, with a focus on closer links between land and resource planning, and associated funding and investment.

The Review Panel’s recommendations include:

· Replacing and enhancing the RMA’s principles and purposes.

· Combining regional and district plans, and streamlining the plan preparation and change process.

· Addressing the deficiencies in the RMA including requiring the setting of mandatory environmental limits, better facilitating urban development and addressing climate change issue.

A summary of the report can be found at the following link https://www.mfe.govt.nz/publications/rma/new-directions-resource-management-new-zealand-report-of-resource-management-review.

The next step is for the Government to consider and advise its views on these recommendations which we understand will not be communicated until after the upcoming elections. There is likely to be significant changes to the Panel’s recommendations through consultation and legislative processes under the new Government.

A single combined plan for each territorial authority and regional council per region is recommended, developed collaboratively by councils, mana whenua and government representatives. While outside the scope of the terms of reference for the review, clear commentary is provided that NZ has too many councils and that significant benefits in simplifying the planning & resource management system could be achieved through amalgamation of councils. It is suggested that this should occur along regional lines.

The proposed reform of planning and resource management legislation is large in scale and therefore likely to take many years to come into effect. However new legislation could be enacted ahead of notification of our full City Plan review. This creates significant uncertainty, but there is little that can be done to manage this until the government responds to the review and sets out a timeframe and process for these reforms in the new year. At this stage the City Plan project will continue as agreed until more is known. Staff will take every opportunity to engage with government officials, ministers and the like to advise them of the uncertainty this creates and seek advise on how we should proceed in this environment.

National Policy Statements & National Environmental Standards

The Government is progressing a range of National Directions under the RMA in relation to freshwater, highly productive soils, indigenous biodiversity and urban development, all of which TCC submitted on.

The Government has now completed the following NPS’s

- NPS of Urban Development Capacity – Presentation slides will be prepared and discussed at this UFTD meeting

- NPS and NES for Freshwater – Presentation slides will be prepared and discussed at the October UFTD meeting

The Government still has progression of work on the following NPS’s:

- NPS on Highly Productive Land: Consultation closed on 10 October 2019. The Ministry for the Environment (MfE) and the Ministry for Primary Industries (MPI) are reviewing the proposed National Policy Statement for Highly Productive Land (NPS-HPL) based on public submissions. The work to further develop the policy was affected by the government's need to focus on the response to COVID-19 and ongoing recovery. Officials now expect to provide final advice to Cabinet in the first half of 2021. If approved by Cabinet, the NPS-HPL will likely take effect soon after.

- NPS on biodiversity: The Government has outlined that The Biodiversity NPS is now set for release in April 2021.

Urban Development Bill

The Urban Development Act came into force on 7 August 2020 and, as the name suggests, is designed to facilitate urban development. The Act creates a process for “specified development projects” (SDPs) which would allow Kāinga Ora to access a range of significant statutory powers. These powers include an ability to:

- override, add to, or suspend provisions in RMA plans or policy statements within the project area;

- act as a consent authority (for consents under district plans) and requiring authority under the RMA;

- reconfigure reserves;

- build and alter infrastructure; and

- acquire land.

The COVID-19 Recovery (Fast Track Consenting) Act

As a direct response to Covid-19, the legislation enabling fast track consenting was introduced to Parliament on 16 June 2020. It came into effect on 9 July 2020.

The new consenting process is intended to get projects started, and therefore people into jobs, faster than standard RMA consenting and approval processes. The COVID Act introduces an alternative pathway (outside the RMA) for a project to access fast track resource consents and designations. Decisions are made by expert consenting panels, replacing the role that local authorities and other first instance decision makers have under the RMA.

The purpose of the COVID Act is (section 4):

“to urgently promote employment to support New Zealand’s recovery from the economic and social impacts of COVID-19 and to support the certainty of ongoing investment across New Zealand, while continuing to promote the sustainable management of natural and physical resources.”

TCC is currently investigating the potential use of this Act for the Tauriko West project. Outcomes of this work will be presented to main landowners and Council for consideration in due course.

Continue to make submissions as appropriate and engage with the Government and its officials on matters as they relate to Tauranga.

Complete assessment of Covid-19 Fast-tracking Consent opportunities.

Natural Hazards & Resilience Planning

The resilience project is to provide for robust infrastructure and informed land use planning so that we can improve the city’s resilience to natural hazards. Understanding the risks and their consequences is a critical element in this process. Then the way we respond through design, adaptation or retreat, will bring us closer to the goal of a resilient city. The resilience project used updated natural hazard data obtained from specialist assessments to quantify their impacts on the city’s infrastructure assets and then determine how to mitigate these risks.

The output from this study identifies some 300 locations throughout the city where a concentration of hazards coincides with high criticality assets. Each of these locations have had resilience-building mitigation projects developed and are ranked in terms of criticality and resilience-building value for money and programmed to match already planned renewals. The projects each have been advanced to the point of a concept design, a scope of work and a cost estimate sufficiently developed for inclusion in the next LTP. Identified characteristics of the projects are

· Flooding hazard appears in over 90% of the projects

· Over half of the projects contain more than four natural hazards

· Approximately 25 identify the need for consideration of long-term retreat

· Each project contributes a measurable improvement to city resilience

The output to date from the resilience project was presented to UFTD on 21 July 2020 providing project samples and indicating a budget of $900 million to be invested over 30+ years. The next stage in this development is to agree on funding sources and on the technical prioritisation process through which to filter the mitigation projects and then to present UFTD with a specific proposal for inclusion in the 2021 LTP.

TCC is now progressing work on:

· Preparation of mitigation project documentation for consideration in the LTP

· Identification of near-future mitigation projects for design and construction

· City-wide Risk Assessment to satisfy the requirements of the Regional Policy Statement

Modelling of open coast inundation from Mount to Te Tumu is currently being undertaken by NIWA for BoPRC and the results will be incorporated into TCC hazard maps. Release of this information to the community is anticipated in second quarter 2021. It is likely to impact a number of properties along the coast and an appropriate engagement program is being developed around this.

City wide land stability assessment is due for advancement over the remainder of 2020. This will be a technical advance on our current static hazard lines and will incorporate probability into the analysis for the first time. TCC has initiated a relationship with BoPRC, Waikato Regional Council, Auckland Unitary Council and EQC in order to standardise our approach and share resources. This relationship will be to our benefit in both time and cost and provides an additional level of quality assurance and validation of our final mapping. This work is expected to be released around second quarter 2021. A pilot study completed in December 2019 indicated that this new probabilistic mapping is not likely to negatively impact properties as the existing 2001 mapping is generally conservative by comparison.

Completion of City-wide risk assessment.

Completion of studies on land stability, and open coast inundation.

Progression of prioritisation of projects for the LTP, including a further presentation to UFTD.

[1] “Development infrastructure” is defined in the NPSUD as “…network infrastructure for water supply, wastewater, stormwater, and land transport…”


AGENDA Urban Form and Transport Development Committee Meeting Tuesday, 1 September 2020
I hereby give notice that an Urban Form and Transport Development Committee Meeting will be held on:
Date:	Tuesday, 1 September 2020
Time:	9.30am
Location:	Tauranga City Council Council Chambers 91 Willow Street Tauranga
Please note that this meeting will be livestreamed and the recording will be publicly available on Tauranga City Council's website: www.tauranga.govt.nz.
Marty Grenfell Chief Executive

Chairperson	Cr Larry Baldock
Deputy chairperson	Cr Heidi Hughes
Members	Mayor Tenby Powell Cr Jako Abrie Cr Kelvin Clout Cr Bill Grainger Cr Andrew Hollis Cr Dawn Kiddie Cr Steve Morris Cr John Robson Cr Tina Salisbury
	Te Pio Kawe – Tangata Whenua representative
	Half of the members physically present, where the number of members (including vacancies) is even; and a majority of the members physically present, where the number of members (including vacancies) is odd
Meeting frequency	Six weekly