(Section 29 of the RPS)

Northland's transport system is primarily dependent on its road network. It has around 6,600 km of roads, roughly two thirds of which are unsealed. The proportion of unsealed roads, many of which have poor foundation conditions and alignments, is one of the highest in the country.

Private vehicle is the main form of transport used by people in Northland, due to a limited public transport system and the expansive nature of the region. Approximately 87% of the region's households have access to at least one motor vehicle.

Northland's internal rail network currently includes a route to Dargaville through Waiotira and a route from Otiria (near Moerewa) through to Whangarei, including spur lines to the old Port Whangarei and the Kauri Dairy Factory north of Whangarei. The route then traverses south and into West Auckland. The major port facilities in Northland are at Marsden Point in the Whangarei Harbour. There are three commercial airports within Northland: Kaitaia, Whangarei and Kerikeri.

The ability of the region's transport network to handle the substantial volumes of timber that are expected to be processed over the next decade will influence its future direction. Adverse effects on the road network are currently being experienced and this is expected to continue as logging related traffic increases. The ongoing development of farming, horticulture and tourism are likewise expected to have impacts on the transport network.

It is recognised that there are interrelationships between transport facilities and services, and the sustainable management of other resources. Integrated planning is needed to link them and deal with related environmental issues such as noise and vehicle emissions. The principles of the RMA will be taken into account by the NRC when preparing the Regional Land Transport Strategy (RLTS). The RLTS must be consistent with the RPS or any regional plan prepared under the RMA.

The Strategy will provide for the land transport needs of the regional community and will facilitate a safe, efficient and effective land transport system, while taking into account the effects of the transport system on the environment.

Anticipated Outcomes

· Safe and efficient use of the transport network.

· Reduction in noise and other adverse environmental effects associated with transport facilities.

Policy Mix

The objective for the transport section is to maintain and enhance the safety and efficiency of the region's transport network, while minimising adverse environmental effects.

The policy approach for transport development (Policy 29.4 (a)) is to promote the development of an integrated transport network with conflicts between users minimised. The policy approach for the effect of land use and subdivision activities (Policy 29.4 (b)) is to include appropriate provisions within district plans to ensure the issue is considered as part of resource management decision making.

The policy approach for noise impacts (Policy 29.4 (c)) is primarily a regulatory approach as both regional and district councils are required under the RMA to control the emission of noise and mitigate the effects of it on the environment.

The transport section contains 12 individual methods of implementation that flow from the policy direction discussed above.

What's the current state?

Northland has diverse socio-economic patterns – high growth in the east compared to the west which is relatively remote and sparsely settled. The east coast is characterised by high recreational use and coastal subdivision. The west coast has few settlements and has a slower population growth. Northland has a low and geographically dispersed population base and therefore high private vehicle dependency for inter and intra regional trips. Northland has a lack of adequate safe and accessible cycle and walking facilities.

The Northland region continues to remain a favourable holiday destination with high growth in coastal development in areas such as Mangawhai, Marsden Point/Ruakaka, Paihia, Kerikeri, and the Coopers Beach area. This has an impact on traffic congestion at weekends and holiday periods. Northland does not have an ‘international' airport.

The safety risks posed by Northland's narrow windy roads, narrow bridges and roadside hazards means Northland has a poor safety record and needs a co-ordinated and stream lined approach to road safety.

There are potential human health effects from dust from unsealed roads and from vehicle emissions. Similar environmental effects occur from dust pollution and high sediment run off from unsealed roads, the spread of roadside pests, weeds and litter, the potential impacts of land transport projects on sensitive coastal environments and archaeological sites.

The proposed Oakleigh to Marsden Point rail link leaves the existing North Auckland Line (NAL) at Oakleigh approximately 25km south of Whangarei City. It travels eastwards for approximately 16km to link with the new deepwater port at Marsden Point. This route has now been designated. Designating the route means that the land will be available in the future when the funding is identified to build the railway.

Traffic volumes in the region are increasing with annual increases of two to five percent being recorded on State Highways and with an estimated annual daily traffic growth of up to 5.7% on State Highway 1 south of Whangarei.

There are currently 62 campervan effluent disposal sites throughout Northland (MFE 2007). These are listed on the Ministry for the Environment's website.

Total mobility is a nation-wide scheme aimed at assisting people with impairments to become more mobile and active in the community. There is currently a scheme operating in Whangarei and investigations underway to expand the scheme to other areas. Every year there are approximately 30,000 passenger trips in Whangarei under the Total Mobility Scheme.

Northland has an operative Regional Land Transport Strategy 2006-2016 with the following vision "Northland has an integrated, equitable, responsive, safe and sustainable land transport system". The NRC recognises and monitors the adverse environmental effects created by both the transport infrastructure and the modes of transport utilised through its Regional Land Transport Strategy.

What has worked well in this section?

Significant progress has been made on managing conflict between heavy vehicles and other road users, particularly through the regional development funding. Overall the funding available for transport related projects has increased.

The use of public transport including the total mobility scheme has increased. The NRC has re-tendered the bus contract and Whangarei district has newer buses and a larger service.

What has not worked in this section?

Northland's rail service is underutilised for freight and does not have any provision for scheduled passenger services. The rail network is poorly maintained and not fit for purpose

Transportation by alternative methods such as foot and bicycle are not currently addressed within the RPS. Monitoring information in regard to the trends of land use and subdivision development and their effects on transport is largely absent.

The inability of the region to secure local share of required funding has meant that the region has not been able to complete for the road improvement projects it wished to undertake.

General comments on this section:

Planning documents are generally reactive rather than being proactive in planning for transport five or ten years ahead of time. The transport section has an over-emphasis on noise and should also focus on other areas such as dust, and overall impacts, including positive impacts on human health and social wellbeing.

The relative timing and lifespan on the RPS and Regional Land Transport Strategy perhaps should be better co-ordinated. Likewise the Regional Land Transport Strategy needs to be effectively aligned with the Regional Land Transport Programme which is the primary funding document.

Is this section Efficient and Effective?

Much of this section has been implemented. However there is an increasing need to promote and at times require a strategic and integrated approach to transport planning, both across the different agencies involved and across the different pieces of legislation that agencies work under.

This includes the need to undertake a specific analysis of how the RPS and the Regional Land Transport Strategy can be more integrated documents, in order to allow for the most efficient and effective transport planning.

Emerging Issues for this section?

The RMA now requires the NRC to plan for the strategic integration of infrastructure with land use. The use of alternative forms of transport should be encouraged through the RPS.

The RPS has a 10 year lifespan and the Regional Land Transport Strategy has a 30 year vision and a 6 year life span. The transport legislation has changed and now has specific references to sustainability. This needs to be considered in the context of both the Regional Land Transport Strategy and the RPS and raises issues about how these two documents are integrated.

There is a strong requirement for integration of the activities of agencies involved in transport, with NRC co-ordinating the agencies to ensure they work together. The RPS should promote this as much as possible, through linking structure planning, district plans, regional plans and the Regional Land Transport Strategy.

The 2nd Generation RPS needs to promote alternative forms of transportation, such as cycle lanes, ferries and rail links.

Conclusions

The majority of the transport section has been implemented and the existing provisions are considered to be quite effective. This aside, there is a need to promote integrated transport solutions and better align the RPS and the Regional Land Transport Strategy. The 2nd Generation RPS should address alternative forms of transportation, such as cycle ways, footpaths and bus links.