Draft Canterbury Regional Land Transport Plan - 2021-31 CANTERBURY REGIONAL COUNCIL
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CANTERBURY REGIONAL COUNCIL
Kaunihera Taiao ki Waitaha
Draft Canterbury Regional
Land Transport Plan
2021-31
Prepared by the Regional Transport Committee, a collaboration
of the region’s councils and Waka Kotahi NZ Transport Agency
February 2021
DRAFT
DRAFT
Contents
Foreword 4
Joint statement 6
Introduction 8
Our region 9
Economic factors 10
Impact of Covid-19 11
Landscape 12
Resilience and climate change 13
Our people 14
Expected growth 16
Transport systems 17
Road 17
Cycleways and active transport 18
Public transport 18
Public transport futures 19
Rail 20
Air 20
Sea 21
Transport and land use integration 22
Policy context 23
Core statutes 23
Other national policy context 24
Local and regional policy context 26
Strategic framework 28
Ten-year transport priorities 29
Fit with strategic context 35
Policies 36
Programme and funding 38
Proposed business as usual activities 40
Proposed regionally significant activities 48
Expenditure and revenue forecast 55
Monitoring indicator framework 56
Appendices 59
Glossary 73
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Environment Canterbury Regional Land Transport Plan 2021–31
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Foreword
As the chair of the Canterbury Canterbury’s transport network develops
Regional Transport Committee over successive generations, planning
(RTC) I am pleased to present this and replanning. The network provides us
draft Regional Land Transport with access to economic, cultural and
Plan (RLTP). social opportunities and contributes to
making Canterbury a great place to live.
The Plan is comprehensively reviewed The current network has some enduring
every six years and we have taken a attributes:
strong collaborative focus with territorial
• It reaches deeply across our large
authorities and Waka Kotahi NZ Transport
region to keep communities
Agency to develop this plan for the
connected from the mountains to
region. Our aim has been to ensure the
the sea; ki uta, ki tai
plan reflects the Canterbury community’s
desired future for their transport • It is changing quickly to support
network, and that it will meet their growing urban populations in Greater
ever-changing needs. Christchurch
• It provides a safe way for people and
The Canterbury Regional Transport goods to be moved around our region
Committee is a statutory body established and beyond.
under the Land Transport Management
Act 2003. The Act requires Environment These enduring attributes need to be
Canterbury to appoint a councillor from supported in our planning as they lead
each territorial authority to the Committee, to improved economic, cultural and
as well as a representative from Waka social outcomes. However, there are
Kotahi. In Canterbury we value this serious challenges that impact the future
arrangement as it ensures local community effectiveness of our transport network:
aspirations are considered at the regional • The resilience of our network – with
level and communicated nationally. climate change, the resilience of our
network will continue to be tested
The Committee’s principal task is to
as extreme events occur at a more
identify key transport-related outcomes,
frequent rate. In the long term we
objectives and issues for the Canterbury
need to shift from a network that can
region and create a prioritised programme
recover, to a network that continues to
of transport activities to address them.
function during adversity
These are articulated in the Plan. This is
not an easy task as activities submitted by • The environmental impact of the
local councils and Waka Kotahi have been network – reducing transport related
identified through complex modelling, to greenhouse gas emissions is part of our
identify the optimal activities for inclusion. responsibility as kaitiaki, in addition
to ensuring the transport network
continues to contribute to the well-
being of future generations.
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Our last Regional Land Transport Plan A joint statement from the South Island
noted future innovations and we have Regional Transport Committee Chairs
already seen the implementation of some Group has been included in this Plan and
of these including remotely controlled highlights this need to work together.
rail engines, e-bikes and electric scooters Collaboration across the South Island is
for active transport, and algorithms to particularly important as critical freight and
plan on-demand public transport routes. visitor journeys cross regional boundaries
This Plan seeks to position Canterbury to and connect to both Stewart Island and the
continually harness the potential of new North Island.
technologies that optimise the use of the
network and increase the rate of transition Finally, I want to thank all the people
towards improved environmental, social who have worked hard to bring this plan
and economic outcomes. together. Nā te rourou, nāku te rourou, ka
ora ai te iwi. With your food basket and
In this draft Plan, we propose to introduce mine, we all live well.
headline targets: to reduce road deaths
and injuries; to reduce transport emissions
contributing to climate change; to reduce
impact on the road network by moving
Peter Scott
more of the region’s ever-growing freight Chair, Canterbury Regional
load by rail. The first two of these align the Transport Committee
region to national targets. The latter builds
on our research showing that this modal
shift is economically and environmentally
astute for the South Island.
A core factor in achieving our collective
vision is to ensure our investment is
addressing the large-scale challenges
we face. Quarterly reporting against the
monitoring framework, to the Regional
Transport Committee, will support us to
monitor progress against the objectives
of the Plan and enable robust, evidence-
based investment decisions.
The Committee welcomes the opportunity
to collaborate with central government,
councils outside our region, private sector
partners, our communities and all those
affected, to improve transport outcomes
in Canterbury and across the South Island.
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Environment Canterbury Regional Land Transport Plan 2021–31 Strategic Context 6 DRAFT
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Joint statement from the South Island
Regional Transport Chairs
The transport system provides the These shared priorities form the priorities
arteries and veins that bring life to of this group and are listed below.
our communities, support regional
prosperity and improve the overall Priority areas
wellbeing of the South Island. The
transport system connects our 1. Advocacy for transportation in the South
communities, allowing people to Island, including tracking how central
travel safely and efficiently across government investment, including
our diverse landscapes, and enables the National Land Transport Fund
the safe and efficient movement of and Provincial Growth Fund, is being
freight. It is imperative to ensure allocated across the country
the transport network is working as 2. Resilience of the transport network
effectively as possible. 3. Freight journeys across the South Island
The South Island Regional Transport 4. Tourism journey improvements across
Committee Chairs Group was formed in the South Island
2016 for this purpose. The Group seeks to 5. An enabling funding approach for
significantly improve transport outcomes innovative multi-modal (road, rail, air,
in the South Island through better inter- sea) solutions
regional collaboration and integration. 6. Explore opportunities for inter-regional
public transport.
The Group is focussed on ensuring the
South Island stays at the forefront of
central government thinking. The formation
of the Group recognises that the South
Island advocating with one voice is more
effective than seven regions advocating
independently on the same matters.
This approach seeks to ensure that the
needs and aspirations of our South
Island communities are recognised and
understood by the Central Government.
We want to be seen by Central Government
as a group of 1 million people with a
common aspiration for our transport
system. Notwithstanding, each region in
the South Island has unique characteristics,
but at the same time, will share similar
transport priorities and challenges.
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Introduction
The Canterbury Regional Land The aim is to have an agreed regional
Transport Plan (RLTP) sets out programme which contributes to shared
the current state of our transport prosperity - economic, social, cultural
network, the challenges we face, and environmental. In alignment with this
and the priorities for future requirement, the RTC defined a theme for
investment. The plan sets out: the draft RLTP early in discussions: A rising
• the context in which the transport tide lifts all ships.
system operates
In developing the draft RLTP, the
• the vision and strategic objectives for Canterbury Regional Transport Committee
the transport system (RTC) has taken into account the strategic
• the priorities for investment – key direction provided by the Government
areas where further investment is through the Ministry of Transport’s
required in order to achieve the vision Outcomes Framework and the Government
and objectives Policy Statement on Land Transport.
• a prioritised regional programme
The Committee has also been mindful
of transport activities.
of the planning and investment work
This RLTP was developed by the Canterbury completed by Waka Kotahi in Arataki, the
Regional Transport Committee (RTC). Transport Agency’s 10-year view of what
The RTC is a joint committee of the is needed to deliver on the government’s
region’s councils1 as well as Waka Kotahi. current priorities and long-term objectives
Developing the RLTP is the primary role for the land transport system. While
of the RTC and is a requirement for each this draft RLTP acknowledges the work
region’s RTC across New Zealand. It is completed to develop Arataki, our focus is
part of the nationwide process in which on delivering a strongly regional response –
local councils, regional councils and from our region, for our region.
Waka Kotahi work together to identify the
This draft RLTP was developed during the
problems and prioritise investment in the
COVID-19 pandemic. While the pandemic
land transport network.
creates uncertainties, it has not changed
The vision for Canterbury’s transport our collective vision and objectives. We
network in this RLTP is to provide all will continue to advocate hard at a national
transport users with sustainable options level for the region’s transport needs to be
that move people and freight around and acknowledged and met.
through our region in a safe and efficient
way that enables us to be responsive to
future challenges.
Our work programme must consider
and include projects that benefit all of
Canterbury. While a local authority may
wish to advance a particular project, we
must look to the regional benefits that
flow from it.
1 Excluding Waitaki, which is part of the Otago Southland Regional Transport Committee.
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Our region
Transport connects people to As technology, demographics and land
services, recreation opportunities, use change, our region needs to be able to
employment and education, evolve and deliver a sustainable, resilient,
and it contributes to our wellbeing multi-modal transport system for the safe,
as individuals, communities and efficient and effective movement of people
a region. and goods.
A successful land transport system The objectives of this draft RLTP reinforce
provides people with choice about the the need for a network that improves
way they travel. It moves people and the wellbeing of Cantabrians, enhances
freight safely, sustainably and efficiently, regional prosperity and provides better
contributing to prosperity. The system must freight transport options. The network must
be resilient to external influences, including also be resilient to a range of stresses,
natural and climate hazards. reinforce and contribute to road safety
goals, and facilitate sustainable
Our starting point for development of this transport choices.
draft RLTP is a region that is the largest in
New Zealand by land area, with 44,508 We will achieve these objectives through
square kilometres of disparate landscapes. effective advocacy for our transport
The Canterbury region is also very diverse, programme and through evidence-
being home to the second-largest urban based programmes proposed by regional
area in New Zealand – Greater Christchurch territorial authorities that identify and
– and also a number of largely rural prioritise investment.
districts with small populations. Our size
and diversity mean the issues for our urban
areas differ significantly to those faced by
less populated, rural or remote districts;
an uneven population distribution is a core
feature of Canterbury.
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Economic factors
Canterbury drives much of the South Based on Census 2018
Island’s economic and social activity. For
the year ended March 2018, Canterbury 72.5% of those in employment
generated 12.4% of the national GDP usually used a private or
and 57% of the South Island’s GDP. By company vehicle to get to work
comparison, its population of 599,694 within the Canterbury region
based on the 2018 Census, is around 12.8%
of the national total and 54.3% of the 12.2% of people worked from
population of the South Island. home
Canterbury accounts for 19% of the total
4% walked or jogged to work
area farmed in New Zealand. Primary
production derives from a diverse range
of intensive dairy, sheep and beef, and While 6.2% of New Zealanders
cropping operations on the plains and hill in the 2018 census took public
country. Primary production has become transport to work, only 2.8% of
Cantabrians did
more dairy focused over the past 20 years,
which has contributed to increased freight
4% of Cantabrians chose to
movements on our rural roads as milk must
bike to work compared to 2%
frequently be moved off farm, generally
nationally.
by truck.
Manufacturing is also a key component Of course, there is wide variation in
The Canterbury of the Canterbury economy, particularly these numbers across the districts in
economy transport and machinery equipment, and Canterbury, reflecting the diversity of the
has grown food and beverage products. Christchurch region. Christchurch City, with its higher
substantially is the manufacturing hub of the region, population density, has higher levels of
since 2000, with particular strengths in machinery and public transport and active transport than
with regional equipment manufacturing, and chemical, Canterbury as a whole - 5.6% of workers in
GDP growing minerals and metal manufacturing. Christchurch cycled to work and 4% bused.
by 170 per cent
The Canterbury economy has grown While this cycling figure compares
over the period. substantially since 2000, with regional favourably with other large urban areas
GDP growing by 170% over the period. (4% in Wellington and 1% in Auckland),
This growth has had a flow-on impact on usage of public transport is lower (21.3%
the travel network – especially given the in Wellington and 11.1% in Auckland). In
prominence of primary production and addition, despite the higher use of public
manufacturing, sectors of the economy and active transport, the percentage of
that are reliant on the transport of people who use a car to get to work in
physical products. Christchurch is higher than in Canterbury
as a whole (76.1% for Christchurch and
Travel to and from work is a key driver of 75.6% for Canterbury). These figures
trips on Canterbury’s transport network. illustrate the continued need to focus
on mode shift in Canterbury’s larger
urban areas.
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Impact of COVID-19
Tourism is another key aspect of the As this Plan was being prepared, COVID-19
Canterbury economy and provides a pivotal was creating significant uncertainty. The
role in the wider tourism offering of the economic and social impact of the global
South Island. Tourism spending in the pandemic and flow-on effects to our
region was $337 million in January 2020 transport network are unknown but could
(before COVID-19 travel restrictions began). be substantial. Nevertheless, we anticipate
Many of the visitors to Canterbury hire a car that there will be a shift in priorities and
to visit the region’s attractions. transport use in the short term. There may
also be longer-term impacts if the pandemic
Canterbury is a centre for knowledge results in structural shifts in the economy;
and innovation. The region is home to it is too early to tell whether this will occur
two universities (Lincoln University and and what the implications for the transport
Canterbury University) and one polytechnic network might be.
(Ara Institute of Canterbury). The main Ara
Campus is in Christchurch city and there is Treasury forecasts showed immediate
also a large campus in Timaru. Canterbury significant impacts on output,
is also well supported with Research employment, and flows of people and
and Development agencies focussed goods. Certain industries – tourism, retail,
on land and food production. There are rental services, and transport – were
likely to be most impacted. International
seven Crown Research Institutions (CRIs)
tourism, for example was expected to be
carrying out scientific research for the
heavily reduced in 2020/21 at a minimum.
benefit of New Zealand, each aligned with
a productive sector of the economy or a Other industries, such as agriculture are
grouping of natural resources. reasonably insulated from the economic
impacts of the virus.
Transport plays a key role as enabler for
each sector of the regional economy. Overall, Canterbury was expected to fare
Efficient and effective transport of people, slightly worse than the country as a whole
ideas, inputs and outputs is critical in due to its role as gateway to international
supporting economic activity, keeping costs tourists. Canterbury has the third largest
down and contributing to international spend in the country, of which 40%
competitiveness. Maintenance of the comes from international arrivals. This
existing transport network, and additional impact would be offset somewhat due to
investment to respond to changes in how Canterbury’s sizable primary sector, which
roads are being used, is therefore critical to was expected to perform comparatively well.
sustaining the region’s prosperity.
Forecasters expected reduced immigration,
international student arrivals and work
visa-arrivals over the short-to-medium
term. This would have a significant impact
on Canterbury; Canterbury is highly
reliant on net migration for population
growth, and the region has the country’s
second highest number of temporary
migrant workers. An expected reduction
in immigration would slow growth and
negatively impact the construction
sector in and around Christchurch. It
could also result in a shortage of skilled
migrants to help deliver new infrastructure
investments, such as roads.
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Landscape
The Canterbury region extends from
Kēkerengū, north of the Waiau Toa /
Clarence River, to the Waitaki river
catchment in the south. East to west,
the region extends from the coast to
Kā Tiritiri o te Moana / Southern Alps.
Canterbury is home to:
NEW ZEALAND’S
HIGHEST
MOUNTAIN (AORAKI/
MOUNT COOK)
MORE
THAN 4700 LAKES
AND TARNS
Some of
the
country’s
most productive
farmland. 19%
of the total area
OVER 78,000 farmed in NZ is
KM OF RIVERS in Canterbury.
In acknowledging these features and
landscapes it is no coincidence that
tourism and primary production are key
regional economic contributors, both
of which require a resilient and safe
transport network to ensure
future success.
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Resilience and climate
change
Canterbury’s unique landscape creates Climate change will also lead to increasing
resilience issues for its transport network. exposure to risks associated with sea level
It has particular exposure to a number of rise, coastal erosion and storm surges.
risks, including flooding, earthquakes, and Much of the region is low-lying, and key
coastal erosion. transport corridors (including State
Highway 1 and the Main North rail line)
Canterbury Canterbury regularly experiences flooding are coastal. Disruption of these corridors
must adapt events, a natural hazard which includes has the potential for significant negative
its transport river flooding, surface flooding and impact, as shown by the 2016 Kaikōura
network so coastal inundation. These events can be earthquakes.
that it is more particularly problematic in Canterbury
given our heavy reliance on bridges for Of course, climate change means more
climate- than needing to resolve these resilience
resilient... river crossings on critical freight and
visitor routes. challenges. Canterbury must adapt its
transport network so that it is more
The region’s exposure to earthquakes climate-resilient, but it must also reduce
is well known. The 2011 quakes causing its transport emissions.
significant damage to the network in
the Greater Christchurch area and the Transport is a source of greenhouse
2016 Kaikōura quake rupturing more gas emissions in New Zealand. In 2018
than 24 faults with the largest horizontal emissions from transport were 16.6 mt
displacement of 12m on the Kēkerengū CO2-e or 21.1% of all gross emissions.
Fault and vertical displacement (uplift) Moreover, transport emissions are growing
of 9m on the Papatea Fault. Along 110km quickly – increasing by 89.7% since 1990.
of coastline, vertical movement ranged
This increase in emissions has been driven
from subsidence of 2.5m to uplift of 6.5m.
by population and economic growth.
Landslides also continue to be an issue in
Since 1990 New Zealand’s population has
north Canterbury.
increased by around 50% and GDP has
Greater resilience of Canterbury’s transport grown by more than 130% - the increase
infrastructure is needed to secure regional in the number of New Zealanders and
and national supply chains. These risks their improved prosperity has meant
place pressure on our transport links and more travel and freight movements, and
have the potential to isolate districts or therefore more emissions from transport.
communities; in many instances alternative
Growth in GDP and New Zealand’s
routes that must be used are indirect,
population are expected to continue, but
resulting in extremely long detours, or are
emissions from transport cannot if New
unsuitable for certain vehicles (such as
Zealand is to meet its targets under the
high-productivity motor vehicles). These
Paris Agreement and the Climate Change
impacts are well illustrated by the flooding
Response (Zero Carbon) Act. Transport
of the Rangitata River in late 2019, which
emissions need to be de-coupled from
effectively cut the South Island in two.
economic and population growth.
Longer-term, climate change will increase
this risk and extreme weather events that
compromise the network’s security are
expected to become more frequent. The
changing climate is expected to increase
the vulnerability of the network.
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Our people
Nine territorial authorities are The Canterbury population in the
affected by this Plan, including: June 2018 Census was 599,694
• Kaikōura District representing 12.8% of the national
population 3,912 or 0.65%) population. Approximately 82%
of Canterbury’s population live
• Hurunui District
in the Greater Christchurch area
(population 12,558 or 2.09%)
that encompasses Christchurch
• Waimakariri District City, Waimakariri District and
(population 59,502 or 9.92%) Selwyn District. Uneven population
• Christchurch City distribution is a core feature of
(population 369,000 or 61.53%) Canterbury. PICTON
• Selwyn District NELSON
(population 60,561 or 10.10%)
BLENHEIM
• Ashburton District
(population 33,423 or 5.57%)
• Timaru District TASMAN MARLBOROUGH
(population 46,296 or 7.72%)
• Mackenzie District
(population 4,866 or 0.81%) GREYMOUTH
• Waimate District HURUNUI DISTRICT
KAIKOURA
(population 7,815 or 1.30%) KAIKOURA DISTRICT
WEST
SELWYN DISTRICT COAST
WAIMAKARIRI DISTRICT
ASHBURTON DISTRICT CHRISTCHURCH DISTRICT
CANTERBURY
QUEENSTOWN
CHRISTCHURCH
TIMARU DISTRICT
MACKENZIE DISTRICT
TIMARU
MILFORD SOUND
WAIMATE
DISTRICT
Legend
CONNECTIONS
OTAGO
Nationally significant
Regionally significant
SOUTHLAND
DUNEDIN
KEY FLOWS
Freight & Tourism
Alternate route from SH1
Rail
International & domestic airport
INVERCARGILL Main sea port
Freight Hubs
Visitor Destinations
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Ngāi Tahu are tangata whenua in In the 2018 Census, residents in the
Canterbury. The region is home to region identified themselves as:
ten Ngāi Tahu papatipu rūnanga.
• Arowhenua
• Kaikōura
• Koukourārata
• Moeraki
• Ngāi Tūāhuriri
• Ōnuku
• Rāpaki
• Taumutu
• Waihao
• Wairewa
82 % European
Te Rūnanga o Kaikōura
9% Māori
3% Pacific
11% Asian
1% Middle Eastern/Latin
Te Ngāi Tūāhuriri Rūnanga American/African
Te Hapū Ngāti Wheke (Rāpaki) Te Rūnanga o Koukourārata 1% Other
Wairewa Rūnanga
Te Taumutu Rūnanga Ōnuku Rūnanga
Totals will not add up to 100% as people may belong to more
than one ethnic group.
Te Rūnanga o Arowhenua
Te Rūnanga o Waihao
Te Rūnanga o Moeraki
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Expected growth
Canterbury is a fast-growing area of the Christchurch area, where the majority of
country, with several of our districts the population growth for the region is
59502
81502 leading population growth in New projected to occur.
Zealand. Selwyn District is the second
fastest-growing territorial authority in Freight volumes are also expected to
New Zealand, growing by 6.3% between grow in Canterbury. The 2019 South
2006 and 2018. Waimakariri District Island Freight Study reported that freight
WAIMAKARIRI (3.5%) and Mackenzie District (3.2%) volumes in the region are expected to
DISTRICT increase from 40.3m tonnes in 2017
experienced average annual population
441000 increases greater than either the to 61.1m tonnes in 2042 – an increase
national or regional averages between of 52%. The majority of this increase
369000
Census 2013 and Census 2018. was expected to be in road freight and
therefore place increasing strain on the
Statistics New Zealand’s 2043 transport network in Canterbury and
population projections for the region, also the rest of the South Island. Other
CHRISTCHURCH which were prepared prior to COVID-19, sources of traffic, such as tourism, are
CITY
showed that Canterbury’s population is expected to continue to grow too
expected to reach around 765,000, an long term, after the impacts of COVID-19
98561
60561
increase of around 168,000 people.2 It have waned.
is unknown what impact COVID-19 will
have on these projections. There will be other substantial changes
over the next 30 years; much as 2021
Most of this growth is projected to is very different to 1991, we expect that
SELWYN occur in Greater Christchurch, with 2051 will be substantially different to
DISTRICT Waimakariri District growing by now. The transition to a low carbon
22,000 people (a 36% increase), economy and increased automation,
40623 Selwyn District growing by around for example, will change what gets
33423
38,000 people (a 61% increase) and produced (and therefore freighted)
Christchurch City growing by around in Canterbury and how people travel
72,000 people (a 19% increase). to work and study. And, as noted
Ashburton, Timaru and Hurunui are also above, climate change will increase
ASHBURTON projected to grow moderately, by around the resilience challenges facing the
DISTRICT
7,200 people (21%), 2,800 people (6%) transport network and elsewhere.
and 1,600 people (12%), respectively.
The population in the other Canterbury Regardless of the changes to the
12558 14158
districts are projected to stay roughly shape of Canterbury in the future, the
their current size. transport network will still be a critical
part of the region’s and the nation’s
This significant population growth infrastructure. In 30 years’ time there
HURUNUI will see more people making more will still be a need for a sustainable
DISTRICT trips across the transport network. and resilient transport network that
This growth is a key driver of the need can move people and freight safely
to invest in the transport system – and efficiently. This need has shaped
46296
steps must be taken now to minimise the 30-year vision for Canterbury’s
49096
increased traffic volumes that transport network expressed in this
accompany population growth. Without RLTP: to provide all transport users with
significant investment and effective sustainable options that move people
transport choices, there will be more and freight around and through our
TIMARU congestion, longer journey times and an region in a safe and efficient way that
DISTRICT
increase in vehicle emissions. This will enables us to be responsive to future
be particularly evident in the greater challenges.
2018 2043
2 StatsNZ population projections, medium projection scenario.
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Transport systems
This section provides a Road
high-level overview of the
key transport systems’ Canterbury has 1,330km of State Highways
contribution to the network and 14,636km of local roads. These roads have
in Canterbury: been established over generations to provide
access to rural land, visitor destinations and
Road small and large settlements. These networks
are a mix of sealed and unsealed roads (38%
Public transport of the network is unsealed), mainly with
two lanes but in busier urban centres like
Christchurch, Ashburton and Timaru some of
Cycleways and the roads are four lanes to manage volumes
active transport efficiently and safely.
State Highway 1 provides the main north-south
Rail link. State Highways 7 and 73 link Canterbury
to the West Coast. Other key links are State
Highway 79, now the busiest route between
Air Christchurch and Fairlie, and State Highway
8, which carries visitors and freight to Central
Sea Otago and Queenstown.
LENGTH OF LENGTH OF
AREA
SEALED ROADS UNSEALED ROADS
km % km %
Kaikōura 83.6 0.8% 100.9 1.7%
Hurunui 620.5 6.2% 840.8 13.8%
Waimakariri 989.5 9.9% 607.2 10.0%
Christchurch 2074.3 20.8% 346.7 5.7%
Selwyn 1516.9 15.2% 1122.8 18.5%
Ashburton 1512.0 15.2% 1101.7 18.1%
Timaru 972.8 9.8% 749.7 12.3%
Mackenzie 223.1 2.2% 517.8 8.5%
Waimate 645.6 6.5% 693.1 11.4%
State highways 1331.8 13.4% 0.0 0.0%
Total 9970.1 6080.7
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Cycleways and active Public transport
transport There are three key public transport systems
A significant number of urban roads have operating in Canterbury.
bicycle facilities within the same corridor,
It is the first either beside traffic lanes or separated
Urban public transport services operate
service of its from them, alongside footpaths. Greater
in Greater Christchurch and Timaru. The
kind to operate Greater Christchurch system utilises 250
Christchurch, for example, has invested buses and one ferry, together completing
in New Zealand. heavily in cycleways, cycle paths and shared
Passengers around 2000 trips each workday. Currently
paths following the Canterbury earthquakes there are 26 urban bus routes that carry
request a vehicle and now enjoys over 540km of them. around 1 million passengers each month.
using an app, Delivery of public transport is collaborative
website or by These paths, together with footpaths, also
play an important role in facilitating active across the four councils in Greater
phoning and Christchurch. Christchurch City Council,
transport, such as walking and the use of
specifying their micro-mobility devices such as e-scooters. Waimakariri District Council and Selwyn
start and end District Council lead the management of
points. While common in urban areas, cycle paths public transport infrastructure, parking
and even footpaths are less common in assets, planning and policy within their
rural areas. This can provide a barrier to jurisdictions, while Environment Canterbury
cycling and other types of active transport is the primary investor in public transport
in rural areas. operations and administers public transport
service improvements.
Timaru is currently trialling an on-demand
public transport service – MyWay – which
has replaced much of the former scheduled,
fixed route network. It is the first service of its
kind to operate in New Zealand. Passengers
request a vehicle using an app, website or by
phoning and specifying their start and end
points. The system identifies a nearby ‘virtual’
bus stop (or an existing bus stop) for pick-up
and drop-off, providing a much more flexible
service than traditional fixed-route services.
The trail of MyWay began in April 2020 and is
planned for 12 months.
Outside of Greater Christchurch and
Timaru, rural public transport, in the form
of community vehicle trusts, has emerged.
These community-led initiatives make
available a vehicle for booking and are
partially supported, alongside fares, by the
regional council through a local rate.
Finally, subsidised door-to-door transport
services are available for people with
mobility impairments through the Total
Mobility scheme. The scheme is available to
people in Greater Christchurch, Ashburton,
Timaru and Waimate. Eligible individuals are
entitled to discounts that give them 50% off
transport fares with approved operators, up
to a maximum of $35 per trip.
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Public transport futures
The Greater Christchurch Partnership Councils in Greater Christchurch deciding
is currently considering what further through their Long-Term Plan processes
investments should be made to this system the appropriate phasing and timing
to ensure it delivers on the communities’ of investment.
expectations through the Public Transport
Futures programme. The third package – Mass Rapid Transit
– is a transformational package that
Public Transport Futures will position Greater lays the foundation for significant urban
Christchurch to respond effectively to the development and land use changes and
changing travel demand caused by growth transformation in transport accessibility.
– the sub-region is a high-growth area and Current work is identifying and protecting
therefore requires a successful, evolving the corridors and enabling policy changes to
public transport system that supports key support intensification and regeneration in
commercial and residential growth areas. key areas.
Ensuring public transport is increasingly
usable for all people has major social, The implementation of MRT is currently
environmental and economic benefits. mode agnostic and it is anticipated that
the MRT business case will determine
The Public Transport Futures programme the timing and methodology for MRT
consists of three packages: Foundations, implementation. This will depend on future
Rest of Network, and Mass Rapid Transit. growth conditions, as well as advances
The first two packages outline the priority in technology and identify whether the
opportunity for improving Greater strategy is for a demand-based evolution
Christchurch’s current public transport from public transport lanes, or part of a
network. The development of these two wider strategy to lead development and
packages was finished in late 2020; they regeneration.
are now in the implementation phase with
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Rail Air
Canterbury’s rail network plays an Air transport is critical for both tourism
important transportation role in Canterbury and the export of certain goods –
– especially for freight. The region has particularly high-value exports such as
around 650km of rail network, providing live seafood. Air links are also critical for
links to Picton along the Main North Line, receiving time-sensitive imports, such as
Dunedin and Invercargill along the Main certain medications.
South Line, and the West Coast along the
Midland Line. These lines are mainly used Christchurch International Airport is the
for moving containerised freight and logs. region’s largest airport and the nation’s
second largest. In normal circumstances
Tourism passenger services operate it operates numerous national, short-
between Greymouth and Christchurch haul and long-haul flights a day. The
and Picton and Christchurch (operating airport provides the South Island’s only
as the TranzAlpine and Coastal Pacific, direct access to long haul destinations.
respectively). These form an important Canterbury also has a second airport,
part of the tourism landscape for the South Richard Pearse Airport in Timaru, which
Island, helping to funnel travellers from is owned by the Timaru District Council.
Christchurch to other parts of the country. The airport provides domestic/regional
services only.
Canterbury does not currently have
any commuter or general passenger
rail services.
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Sea
Lyttelton Port of Christchurch (LPC) Lyttelton’s import volumes grew to
provides handling and stevedoring services $4.75b, and there was a significant 16%
for containers and bulk cargoes. increase in export volumes to $5.63b, a
lift of nearly $800m. Container volume
The Port anticipates cargo volumes was up nearly 3% to 437,413 Twenty Foot
doubling over the next two decades, after Equivalent Units (TEU).
having doubled in the last decade.
LPC operates two inland port sites in
Christchurch at Woolston and Rolleston.
PrimePort (Port of Timaru) is Canterbury’s
second port. It handles container freight
and acts as a feeder to the Port of
Tauranga. The facility is jointly owned by
Port of Tauranga and Port of Timaru. Bulk
cargo volumes reached 1.73m tonnes in
2019, despite a 9% decrease in ship visits
to 436 over the year. Log exports and
The Port handles a wide range of cargo for fertiliser imports drove the increase in
many customers, from fishing and grain trade. PrimePort also operate an inland
to cement, cars and coal exports. In 2019, port in Rolleston.
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Transport and land
use integration
The transport system is inextricably linked on private vehicles, and provide associated
with land use. Land development, or social, environmental and economic
changes in how land is used, generates benefits to maximise wellbeing. The
demand in the transport system – but central government Urban Growth Agenda
development and land use changes are and National Policy Statement on Urban
often reliant on adequate supply from Development impact how we plan in urban
the system. Moreover, some transport areas for the future.
challenges, such as congestion and carbon
emissions, are sometimes better solved by In rural environments the interrelationship
better land use planning, urban planning between land use and transport systems
and policy settings, rather than transport plays out differently. Changes to land use,
infrastructure investment. such as a farm conversion, can have a
significant impact on the use of roads– in
Much of the region was designed with a terms of both volume and type of vehicle.
primary focus on private vehicle travel. A sheep and beef farm converting to
Developments were placed far away from dairy would likely result in an increase in
core public transport routes and designed trucks during the milking season, while a
in ways that do not encourage active conversion to forestry may result in fewer
modes (such as cul-de-sacs and curvilinear trucks (until the plantation is harvested).
streets, which reduce the number of
destinations that can be reached in a given The location of a development also
amount of time walking). influences feasible transport modes. A
major processing plant or an inland port
The Canterbury earthquakes serve to placed near to a rail line could look to use
illustrate the impact land use changes the rail network instead of the roading
can have on transport systems. Post- network. A development placed away
earthquake, public transport patronage from a rail line is unlikely to have rail as a
levels dropped significantly due to the shift feasible option due to the costs that would
of residents and businesses away from the be involved.
Central City – this dispersal making it less
likely that the network would be able to
effectively transport a person to where they
needed to go.
A key consideration for the Greater
Christchurch Partnership is the
development of a well-functioning urban
environment that enables the integration of
land use and transport planning to ensure
the creation of safe, accessible and liveable
urban areas. This includes the alignment of
access to a range of transport modes and
a joined-up network to reduce the reliance
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Policy context
This section describes the key land use patterns within a region. This may
statutes and policy documents that be particularly the case in Christchurch
have informed the RLTP strategic due to the recently released National
framework, 10-year transport Policy Statement on Urban Development
priorities and programme as it has 2020. The Canterbury Regional Transport
been developed. Committee must also take the Canterbury
Regional Policy Statement into account
during development of the Canterbury RLTP.
Core statutes
The Local Government Act (LGA) 2002
The Land Transport Management Act guides local government planning and the
(LTMA) 2003 is the principle statute way Councils carry out their functions.
guiding land transport planning and It includes provisions guiding the
funding in New Zealand. The purpose of the development of Council long-term plans
Act is to contribute to the aim of achieving and infrastructure strategies, where the
an affordable, integrated, safe, responsive local funding share for transport network
and sustainable land transport system. The investment is identified alongside other
LTMA sets out the core requirements of local investment priorities. The LGA also
regional land transport plans and regional sets out consultation principles that are
public transport plans for every region. relevant for development of regional land
transport plans.
The Resource Management Act
(RMA) 1991 aims to promote the The Climate Change Response Act 2002,
sustainable management of natural and was amended by the Climate Change
physical resources and provides the Response (Zero Carbon) Amendment Bill
statutory framework for land use planning in 2019. Key provisions include setting
and the development of regional policy a target to reduce net carbon emissions
statements, regional plans and district to zero by 2050. The transport sector
plans. Land use planning can have a will have a key role in contributing to
significant influence on travel choice and achieving this target and the direction
transport network demand, and transport set at a national level has informed the
network investment can likewise shape development of this RLTP.
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Other national policy context
The Transport Outcomes Framework
takes a strategic, long-term, and integrated
approach to transport and makes clear what
government is aiming to achieve through the
transport system in the long term. The five
outcomes are:
• Inclusive access: enabling all
people to participate in society
through access to social and
economic opportunities, such as
work, education, and healthcare
• Healthy and safe people:
protecting people from transport-
related injuries and harmful
pollution, and making active
travel an attractive option
• Environmental sustainability:
transitioning to net zero carbon
emissions, and maintaining or
improving biodiversity, water
quality, and air quality
• Resilience and security:
minimising and managing the
risks from natural and human-
made hazards, anticipating and
adapting to emerging threats,
and recovering effectively from
disruptive events
• Economic prosperity:
encouraging economic activity
via local, regional, and
international connections, with
efficient movements of people
and products.
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These outcomes are inter-related. To Road to Zero – NZ Road Safety Strategy
make a positive contribution across the 2020 – 2030 articulates government’s
five outcomes, the transport system vision ‘a New Zealand where no one is
also needs to be integrated with land killed or seriously injured in road crashes’,
use planning, urban development, and guiding principles for design of the road
regional development strategies. The network and road safety decisions, as
draft Canterbury RLTP has included these well as targets and outcomes for 2030. It
outcomes as the foundation of its strategic sets out the five areas of focus for the next
framework, to align with this enduring long decade: infrastructure improvements and
term direction. speed management; vehicle safety; work-
related road safety; road user choices; and
The Land Transport Management Act (LTMA system management.
2003) requires the Minister of Transport to
issue the Government Policy Statement The New Zealand Rail Plan outlines
on Land Transport (GPS) every three the Government’s vision and priorities
years. The GPS sets out the government’s for rail. The vision for the rail network
priorities for expenditure from the National in New Zealand is to provide modern
Land Transport Fund over a 10-year period, transit systems in our largest cities, and
and how funding should be allocated. to enable increasing volumes of freight to
Regional land transport plans must be be moved off the roads and onto rail. The
consistent with the GPS, and Waka Kotahi investment priorities identified in the plan
must give effect to it with regards to land are: investing in the national network to
transport planning and funding. support growing freight demand; investing
in metropolitan rail in Auckland and
The GPS 2021 outlines four strategic Wellington and enhancing inter-regional
priorities for land transport: Safety, Better services.
Transport Options, Improving Freight
Connections and Climate Change. The Road Efficiency Group partnership is
evolving the current national classification
Arataki is Waka Kotahi’s 10-year view system for roads (ONRC) to the One
of what is needed to deliver on the Network Framework (ONF). It will
...the transport Government’s current priorities and long- introduce the importance of adjacent land
system also term objectives for the land transport use and place functions in defining how
needs to be system. Arataki outlines the context for the network should look and feel at any
integrated change, the step changes in existing location. ONF provides an opportunity
with land use responses that it believes are needed, and for more integrated delivery of regional
planning, urban the levers the Transport Agency will use, in outcomes. This is achieved through the
development, partnership with others, to shape change. incorporation of end-to-end business
and regional It includes national, pan-regional and processes to support transport planning
development regional summaries. through to the delivery of
strategies. The focus of Arataki in Canterbury is to agreed outcomes.
help create a safer, more resilient transport
system, that supports the movement of
people and goods. In Greater Christchurch,
the focus is to work with partners to ensure
future growth and the land transport
system are better integrated to support
changing community needs and delivery of
the five step changes.
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Local and regional
policy context
The Canterbury Regional Policy Top priorities, over the next ten years, are:
Statement provides an overview of the
resource management issues in the • Improving our environment:
Canterbury region, and the objectives, Increase the number of people
policies and methods to achieve integrated using public transport and
management of natural and physical reduce the carbon footprint of
resources. These methods include public transport by shifting to
directions for provisions in district and zero emission vehicles
regional plans. The policy statement • Growing patronage:
became operative on 15 January 2013. The Greater priority on high
CRPS gives direction to and is implemented
through Council District Plans and + demand routes and a high-
quality
Environment Canterbury’s Regional Plan. travel experience. As the
population grows, rapid transit
Our Space 2018 – 2048 is the document
may be added to improve
that outlines land use and development
travel times along key corridors
proposals to ensure there is sufficient
to and from the city
development capacity for housing
and business growth across Greater • Accessibility: Provide more
Christchurch to 2048. It was developed frequent public transport
by the Greater Christchurch Partnership, services so that more people
which has worked collaboratively for more can get to workplaces,
than a decade on planning and managing shopping, education and
urban growth and development across recreation within 30 minutes
Greater Christchurch (Christchurch City,
• Innovation: Trial and introduce
Waimakariri District and Selwyn District).
new transport and technology
This Partnership brings together the
initiatives with lower
leadership roles of local government, Te
environmental impacts, greater
Rūnanga o Ngāi Tahu, the district health
safety and lower costs
board and Government agencies and
is guided by the vision, principles and • Affordability: Expand
strategic goals outlined in the Urban the network at a rate the
Development Strategy (UDS). community can afford, with
cost effective
A key challenge within Our Space that new services and infrastructure
directly impacts the RLTP centres on how that is financially sustainable
urban areas grow, through redevelopment for ratepayers.
and new greenfield subdivisions, without
increasing the traffic congestion that would Long Term Plans are developed by
occur if current travel patterns do not Environment Canterbury and local
evolve as well. Councils every three years, with a 10-year
outlook. They are a key planning tool for a
The Canterbury Regional Public Transport
Council, describing the activities and the
Plan 2018–28 sets out the public transport
community outcomes it aims to achieve,
system that Environment Canterbury, in
which transport systems need to support.
partnership with local councils in Greater
Christchurch and Timaru, proposes to fund
and operate.
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Long Term Plans also identify transport The Greater Christchurch Mode Shift
activities that will feed into the RLTP for Plan is the first document to describe
funding from the NLTF. the sub-region’s integrated and cohesive
approach to delivering mode shift.
The Canterbury Mayoral Forum’s Plan It responds to a request from the
for Canterbury contributes to the Government for all high-growth urban
Government’s wellbeing aspirations for areas to produce regional mode
New Zealand. The vision of the Mayoral shift plans.
Forum for Canterbury is sustainable
development with shared prosperity, Mode shift entails encouraging people
resilient communities and proud identity. from predominantly using single
Priorities and objectives relevant to the occupancy vehicle, (i.e. one person per
RLTP include shared economic prosperity, vehicle) to other forms of travel such as
fewer trucks on roads (optimising transport active and public transport, rideshare
of long-distance freight by rail and coastal and establishing a foundation for future
shipping) and climate change mitigation transport technologies. Travel demand
and adaption. management encompasses mode shift
but also considers a wider range of
The Canterbury Mayoral Forum Plan for behavioural change, including the time
Canterbury (2020-2022) has consistently that people travel (peak/off peak), route
advocated for a multi-modal transport choice, and ways to reduce the need to
network that increases the region’s travel in the first instance.
resilience to natural disasters and
ensures the efficient movement of freight This Plan provides a baseline of
within Canterbury and our national and information that Greater Christchurch
international markets. currently holds. It recognises that there
is more work to do and the Partnership
Greater Christchurch 2050 will describe has aspirations to move Greater
the kind of place the sub-region should be Christchurch to respond positively
for future generations, and the actions that to meeting the challenges of climate
are needed over the next 30 years to make change and moving towards a net zero
it happen. It is being undertaken by the carbon economy. This Plan represents
Greater Christchurch Partnership. Decisions a firm first step for transport and can
made through Greater Christchurch 2050 be fed into the wider strategic planning
will help inform the development of of Greater Christchurch 2050 to form a
long-term work programmes and budgets more holistic plan for the future.
for partners in the Greater Christchurch
Partnership and will ensure the community The Plan will be valuable when
and economy are best placed to recover communicating with Government and
from the impacts of COVID-19. This work wider stakeholders, and is designed to
will also help reposition the urban area for underpin and inform future planning
a more prosperous, inclusive, sustainable and investment decisions. Waka Kotahi
and resilient future. will recognise the Plan as if it were
a strategic case for any subsequent
business cases or funding.
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Strategic framework
The Land Transport Management Act 2003 seeks an effective, efficient, and safe
land transport system.
Ministry of Transport’s Outcomes Framework
The purpose of the transport system is to improve people’s wellbeing, and the liveability of places
Inclusive Healthy and Environmental Resilience and Economic
access safe people sustainability security prosperity
Regional Land Transport Plan – 30-year vision
Provide all transport users with sustainable options that move people and freight around and through our
region in a safe and efficient way that enables us to be responsive to future challenges.
Strategic objectives – we will deliver our vision with…
Improved Better freight Reduced harm Mode shift
advocacy transport Fewer deaths Sustainable
Improved options and serious transport
national advocacy injuries on our roads choices (mode shift)
for regional transport with reduced negative
needs environmental and
health impacts
Shared Reliable and Resilience
Prosperity consistent A resilient
A network journeys transport network
that facilitates shared A transport network with that can better
prosperity across our options that facilitate cope with unknown
region (economic, social, reliable and consistent stresses, natural
environmental and disasters and climate
cultural) journey times
change impacts
Headline targets
Greenhouse Tonnage of
Number of deaths and
serious injuries on gas emissions freight moved by
Canterbury's roads: from land transport in rail in Canterbury:
40% reduction in deaths Canterbury: 100% increase in tonnage
and serious injuries on 30% reduction in greenhouse of freight moved by rail in
Canterbury roads gas emissions from land Canterbury
transport in Canterbury
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