December 2009

Welcome to the December edition of SmartGrowth News. This is the first online issue of our bi-monthly newsletter that subscribers can now access by visiting our website:

www.smartgrowthbop.org.nz
We hope you enjoy catching up with how SmartGrowth is working in the western Bay of Plenty sub-region ...

Please pass this newsletter on to anyone who may be interested in growth management in the westsern Bay of Plenty.

Bay spawns new coastal research
Tauranga is to be the incubator for a new generation of coastal scientists whose work will have global significance.
A centre of international coastal and shelf marine research called Intercoast is to be established in Tauranga by the University of Waikato. Intercoast represents a partnership between the University of Waikato and the University of Bremen in the Federal Republic of Germany to undertake internationally relevant PhD research.
The first 25 PhD students and supervising scientists from the University of Bremen will arrive in Tauranga in February next year in preparation for a three-year research programme to research issues on the Bay of Plenty coast as well as comparable problems of the German North Sea coast.
These research projects will stand alongside existing research projects on the Bay of Plenty coast and harbours that have already been initiated by the internationally recognised Coastal Marine Group of the University of Waikato.
Intercoast is based on the proposition that coastal land is under extreme pressure globally and there is also a global trend to replace wild fisheries with aquaculture.
Demographic trends show that the coastal population density is increasing by six times that of global densities, placing coastal destinations worldwide under pressure.
Intercoast is funded mainly by the Federal Republic of Germany, with a $50,000 contribution from the Western Bay economic development agency Priority One and further co-funding from the University of Waikato.
University of Waikato Deputy Vice-Chancellor Professor Doug Sutton says that the vision shared by the two universities is to educate coastal professionals able to work across a range of science and in a range of locations.
``We want to create a new generation of coastal scientists who are able to work on the global coasts through to the middle of the century.
``Intercoast will strengthen the expertise available for coastal management here and in other locations. Graduates will work in the Bay of Plenty and in the North Sea and coast of Germany – hence the name Intercoast,’’ explains Prof Sutton.
Intercoast graduates will be expected to deliver the practical benefits of science research to stakeholders and will have to be excellent at transferring their knowledge.
They will also have to consider the social aspects of coastal development and mitigation and will need to engage in global networks.
By October 2009 there were more than 211 applications for 13 positions at the Intercoast Research Institute programme for 2010.
Appointments will be finalised in November.

 

Strategic Partner Profile

The Bay of Plenty Polytechnic and the University of Waikato have joined forces to provide educational opportunities that are adding huge value to the sub-region's economy. As a strategic partner to SmartGrowth the two institutions serve to provide tertiary education, the development of a skill base and a resource of innovation and applied research that are critical for companies to achieve the economic enhancement needed in the sub-region.

A collaborative sub-regional growth management strategy has been a key factor in the success of the partnership between the Bay of Plenty Polytechnic and University of Waikato, says BOP Polytechnic chief executive Alan Hampton.
The two institutions are becoming increasingly aligned and integrated as they share resources and develop complementary tertiary opportunities and services for the people of the Tauranga and Western Bay sub-region.
The advantage of being strategic partners to SmartGrowth lies in the ability to work within an environment where common strategies to manage growth set the scene for decisions to be made collectively by the territorial and regional authorities, says Alan.

``It means that the university and polytech can go to one source to ensure that we are aligning with the identified needs and future opportunities of the region.
``This is far more effective than dealing individually with Tauranga City Council, Western Bay District Council and Environment Bay of Plenty regional council. Under SmartGrowth we know that all three (authorities) are coming from a common base with shareed strategies.''

The fact that SmartGrowth is being put to effect through a set of action plans collectively signed up to by the three councils and tangata whenua gives the two tertiary institutions even more confidence to increase their under-graduate and post-graduate opportunities and grow their physical presence with an expanded campus within the Tauranga CBD and at Windermere, says Alan.
``SmartGrowth is a living, active document that all three agencies are using as their means to steer the sub-region into the future and that has been hugely valuable to the university and polytech partnership in terms of having a common picture and platform from which we can engage.
``Tertiary is pivotal to achieve and sustain that level of economic performance. Therefore it becomes logical that our partnership is a strategic partner of SmartGrowth to enable it to sustain and support the skill base and the innovation necessary to keep the region's performance moving ahead.''

As infrastructure development and sensible settlement and land use patterns occur under the SmartGrowth implementation plan the region can demonstrate that it can support investment and the visions of companies, says Alan.
``Those projects raise the attractiveness of sub-region to professionals and to investors and they can also see the interaction of tertiary with the leading agencies. This gives them the confidence that there is a supporting relationship and structure that could be pivotal to them investing in the Western Bay.
``We still have some way to go – we still need to show that we can continue to deliver, develop and grow – but we have the pieces of the picture and all the key people are sharing the same vision, so we are in much stronger position to be attractive nationally and internationally.'' 

Alan Hampton, chief executive
Bay of Plenty Polytechnic

Doug Sutton, Deputy Vice
Chancellor University
of Waikato

Green light for tolls on eastern link
A 93.5 per cent support for tolling the Tauranga eastern motorway gives the green light for construction on the $455 million project to begin as early as next year.
A five-week public consultation period during August resulted in 3500 submissions the majority of which supported the tolling to contribute to the funding.
The overwhelming support has delighted New Zealand Transport Agency (NZTA) regional director Harry Wilson.
He thanked everyone who made the effort to submit to the tolling proposal.
“To get more than 3500 submissions is great news and shows just how interested the region is in this issue.”
He said that while people would probably prefer no tolls, the great response in support of tolling reflected a general understanding of the economic benefits of the road being started as soon as possible.
Without tolls as a funding option, the Tauranga Eastern Link (TEL) would not have been started for at least 10 years.
The key benefits of tolling include improved road safety, fewer crashes, reduced travelling time, less congestion through Te Puke township and improved efficiency for port traffic.
An alternative toll-free route – the existing State Highway 2 – will still be available to motorists who do not wish to pay tolls.
An independent hearings panel, chaired by barrister Doug Arcus, spent three days hearing submissions in October of which 93.5 per cent supported tolls, (including 8.5% conditional support) and six per cent opposed. 
The panel has been charged with compiling a report, including comments for the New Zealand Transport Agency (NZTA). The report will become a key document in the Government's decision-making process for the motorway.
Tolls are being proposed to help fund the new Paengaroa to Domain Rd section of the motorway, with the Domain Rd to the Te Maunga section being fully funded by Government.
The NZTA Board will be meeting in Tauranga this month before making its recommendation to the Minister of Transport Stephen Joyce. At that meeting the Board also will consider the Hearings Panel report, results of an independent survey of the community and the tolling business case.
To complete the process of tolling approval the Minister wil need to recommend to the Governor-General that an Order in Council be made to establish a road tolling scheme.
It is hoped that the Minister will make this recommendation before Christmas. This would allow the project to start next year.
  • At 23km the TEL will be the longest state highway construction contract in New Zealand
  • Tolls are proposed at no more than $2 for light vehicles and $4 for heavy commercial vehicles (this is calculated in 2008 dollars that will have inflation added up until opening of the toll road).
  • The cost of the section from Te Maunga to Domain Road is estimated at $145 million and will be fully funded from the National Land Transport Fund.
  • The remainder of the road from Domain Road to the Eastern end of the motorway is estimated at $310 million. The estimated $100 million from tolls will only be applied to this section and represents 31% of that cost.

Left: The Tauranga Eastern Link (red) will provide a safer, faster and more efficient highway servicing the eastern Western Bay. Right: The Tauranga Eastern Link will provide a key arterial linking the Papamoa coastline with the eastern Bay of Plenty and the Port of Tauranga.

Eastern Link vital for industry
The importance of the Port of Tauranga to the nation's exporters and importers was highlighted during the Tauranga Eastern Link hearings last month.

Presenting the Port's submission to the Hearing Commissioners, Port Property Manager Tony Reynish said he was speaking on behalf of industry - not solely the Port.
``We are a voice for industry and this road is about New Zealand exporters and importers - it is about improving our productivity by economically transporting goods to the market in the most efficient manner - this in turn makes New Zealand a more competitive nation,'' said Tony.
``Efficient road access to the Port from the southern and eastern Bay of Plenty is vital and the Tauranga Eastern Link is the missing link for arterial road access from the junction of SH2 and SH33 to the Port.''

Applauding the ``progressive attitude'' of the local authorities in planning infrastructure in the Tauranga region, Tony said a good plan had been embarked upon and diligently progressed, including the building of the first harbour bridge, the recent completion of the additional harbour link (pictured below) and the building of roading links directly accessing the Port had created very efficient transport links that separated through traffic from local traffic.
The Tauranga Eastern Link was part of this strategic network and, with significant increases in cargo expected to be handled at the Port over the next five years, it was imperative that the new road was built as soon as possible.

``Log volumes potentially could rise over the next five years from three million tonnes to five million tonnes a year. While much of that volume will be railed, we see the Tauranga Eastern Link being increasingly important for heavy traffic.
``From the Port's perspective and from an efficient transport perspective, the sooner the road is finished the better,'' said Tony.
Some interesting statistics:

  • Port of Tauranga is New Zealand's largest port and second largest container port
  • The Port handles 56% more international cargo than any other port in New Zealand
  • Handles 236% more international exports than any other port in New Zealand
  • The Port handles 13.5 million tonnes of cargo a year of which 5 million tonnes originates from or is destined for the southern and eastern Bay of Plenty.
  • Of that 5 million tonnes about 3.5 million tonnes is moving by road  via SH2 to the east with the balance by rail.
  • Of that 3.5 million tonnes of road cargo using SH at present is 1.3m tonnes in logs; 400,000 tonnes of sawn timber, 90,000 tonnes of dairy products from Edgecumbe and Reparoa, 100,000 tonnes from Whakatane Board Mills and the balance is fertiliser, oil and kiwifruit.
  • The Port has a North Island market share of 53% for logs, 64% for paper products, 56% for sawn timber and 54% for wood pulp.
  • The Port is the major New Zealand export port for kiwifruit and steel - with a North Island market share of 90% and 54% respectively. 
  • In the last financial year the Port handled 546,000 TEU (Twenty Foot Equivalent Container Units)
Eastern arterial a key growth plank

A delay in building the Tauranga Eastern Arterial would impede the planned development of Papamoa East and the wider eastern catchment of the Bay of Plenty.

This was the forceful message delivered by SmartGrowth independent
chairman Bill Wasley to the Commissioners hearing submissions on the proposal to toll the Tauranga Eastern Arterial.

Supportive of tolling to advance the start of the road's construction, Mr Wasley said the arterial was central to one of the main development corridors identified by the 50-year SmartGrowth growth management strategy.

Known as the Eastern Development Corridor, the area includes the two-staged Papamoa East residential and industrial settlement, the proposed Rangiuru Business Park (south of Te Puke) and the township of Te Puke and its surrounding rural hinterland.
Once developed Papamoa East is expected to be a city the size of Nelson with 40,000 in 2050 and the total population of the Eastern Corridor will be home to 60,000 people and cover at least 300 hectares of business land between Papamoa and Rangiuru.
Mr Wasley stressed that the building of the Tauranga Eastern Arterial in a timely manner was critical for the planned residential and business growth in Papamoa East to be managed and was also key to the social and economic success of the wider Bay of Plenty, including Whakatane and Rotorua.
``If construction does not begin soon, the timing of industrial and residential growth would have to be revised and re-aligned,'' he said.
``Transport is one of the most significant areas of infrastructure provision for the sub-region and the SmartGrowth strategy recognises that transportation has a strong influence on urban form.''
The first stage of Papamoa East development was based on the assumption that the Tauranga Eastern Arterial would be in place and the second stage would not be developed unless the road was in in place.
Likewise, only 25 hectares of the proposed 150-hectare Rangiuru Business Park could be developed without the new road because of the limitations of the existing State Highway 2.
Te Puke's industrial growth would also be impeded by a delay in the building of the road. Of industrial land identified and approved in Te Puke, two-thirds could not be developed until the new road was in place.
``The key view of SmartGrowth is that timing is the key to allowing effective growth management to occur in the eastern corridor. Tolling is the key to allowing that growth to happen in a timely manner and in a location that has clearly been planned for,'' Mr Wasley said.

Corridors map future growth

Planning 45 years in advance for the needs of a future population is the great challenge facing planners and strategists in the western Bay of Plenty - one of New Zealand's fastest growing regions.

Where will people want to live, what will they do for work, what social services will they need, where will they wish to spend their leisure time and how will they travel from place to place - these are the key drivers of successful growth management.

In tackling this task for the future of the western Bay of Plenty sub-region, the SmartGrowth Implementation Plan is based on a strategy that divides the region into three key ``corridors'' for development -  the Eastern, Northern and Southern corridors and plans social and physical infrastructure pertinent to each growth area.

In this strategy, the term `corridor' is defined as a geographical area associated with growth and includes land use and transport needs that will service that growth.
The physical setting of the Bay of Plenty region is such that a corridor pattern of development makes sense. 
The Northern Corridor includes Omokoroa and Katikati, the Eastern includes Papamoa and Te Puke and the Southern Corridor focuses on Pyes Pa toward Rotorua. (see map below)
 
The SmartGrowth Eastern Corridor is the first to be implemented in terms of identifying and zoning land for future residential, industrial and business purposes and putting in place integrated transport links and recreational land.
Identifying the needs of the future population within this corridor entails looking at the ``big picture'' for land use and transport on the assumption that these developments will take place.

What is the Eastern Corridor
This corridor stretches from State Highway 2 to the coast (Papamoa) and from Te Maunga at the southern fringe of Mount Maunganui to the Paengaroa junction of SH2 (to Rotorua) and SH33 (to Whakatane).
Planning for growth within this corridor will include providing business land, new residential and business land in Papamoa East, new business and residential land in Te Puke, education facilities (new schools and preschools), new roading and provision for walkways and cycleways.

How do we get there
  • A SmartGrowth Eastern Corridor Implementation Brief was completed in 2005. This included identifying short, medium and long-term land use planning and identifying the transport networks needed for environmental sustainability.
  • SmartGrowth researched the costs of transport infrastructure that would be fair to all users of the network.
  • Plan changes under the RMA were initiated by the respective local authorities as part of SmartGrowth Implementation. The two councils - Western Bay of Plenty District and Tauranga City councils - are seeking outcomes that avoid litigation in the Environment Court.

What we have achieved so far

  • A transportation study report was completed in November 2005
  • Traffic modelling has been undertaken
  • The Transit NZ Board was briefed (2006)
  • Eastern Corridor Dossier has been compiled (assimilating all the work to date)
  • Strategic evaluation of the Corridor was completed for Land Transport NZ
  • Funding applications were made to the Land Transport NZ Board (now NZ Transport Agency), Western Bay of Plenty District Council adopted a plan change for the Rangiuru Business Park
  • Tauranga City Council adopted a plan change for the new Papamoa East development (Wairakei)
  • The Land Transport NZ Board (NZTA) supported `in principle'' the Eastern Corridor Strategy
  • Central Government granted funding for the design of the Tauranga Eastern Link - the main roading link through the central of the Eastern Corridor
  • In 2009 Government selected the Tauranga Eastern Link a Road as one of seven Roads of National Significance (RON) and thereby enhancing the potential for Government funding.
  • The New Zealand Land Transport Authority announced the proposed tolling of the Tauranga Eastern Link to contribute approximately $100 million to the total cost of $445 million so that construction could start in 2010.
  • Public consultation on the tolling option gained 93.5% support from more than 3500 submissions. The final recommendation will be made by the Minister of Transport later this year.

 

 
For the full document of the Eastern Corridor Strategy 2008 visit www. smartgrowthbop.org.nz

Western Bay adds voice to National Plan

SmartGrowth, Priority One, western Bay of Plenty local authorities and local business leaders have developed a joint submission to central Government's national stock take of existing infrastructure and assessment of future needs.

The National Infrastructure Plan is a first for Government and is expected to be completed early next year.
The Plan will give a 20-year blue sky view of the state of the country's infrastructure.
The Plan will cover roads, rail, ports, airports, energy, water, wastewater, fresh water, telecommunications, education (not tertiary), health and corrections (prisons).

It is intended to help ministers, agencies, local government and the private sector identify needs and to priorities investments to drive growth.

It will give more certainty and confidence as to the nature and timing of future government investment and will help stakeholders in the private sector and local government identify potential opportunities for their own decisions on investment in infrastructure – be it self-funded or in partnership with central government.

In seeking engagement in the development of the Plan the western Bay of Plenty's submission notes that it is a ``proactive and engaged region with a strong philosophy of taking responsibility for delivering the outcomes required through collaborative partnerships between public and private sectors and the community.

``We therefore look forward to the opportunity to discuss the matters raised in this submission and to contribute further to the development of New Zealand's first National Infrastructure Plan.''

The joint discussion paper submitted from the western Bay of Plenty stakeholders includes specific feedback on the Plan's assessment of electricity, roads, rail, ports, air, water, wastewater and health.

Key issues in the submission:
  • Forestry: Discusses what is missing from the Government's Plan and recommends that forestry and incentives to drive investment in forestry processing be investigated – in particular onshore value add.
  • Education: Disagrees that education (primary and secondary) is a key element of the country's infrastructure and recommends it be removed from the Plan.
  • Tertiary: Recommends the inclusion of tertiary education as an important element for growing the nation's economy.
  • Corrections: Recommends the removal of Corrections because it has a specific facility focus and is a central Government responsibility.
  • Solid Waste: Suggests the inclusion of solid waste infrastructure in the Plan.
  • Energy: Notes that petroleum, benzene and gas infrastructure are missing from the Plan.
  • NZ Inc: Suggests there are NZ Inc projects that are essential but don't have a natural home ministry in Wellington. This leads to high levels of frustration in affected regions, for example in the Bay of Plenty – the Opotiki harbour development and the East Coast Main Trunk Railway Bridge No.71.
  • Urges that cost benefit analyses be determined over the whole life of the infrastructure or project, rather than taking a short-term view. The life of a project may exceed 50-100 years.
  • Supports concept of welfare, including economic growth, environmental and health considerations measured by a cost benefit analysis.
  • RMA: Suggests a review and streamlining of the RMA appeals process – taking account models used in the United Kingdom and Australia.
  • Regulatory constraints: Strongly recommends ongoing discussion on the privatisation of state-owned commercial assets that are essential to New Zealand's competitiveness. Opines that some public assets are inefficient and under-performing and may present opportunities to contribute to future infrastructure funding by the release of value through whole or partial sale.
  • Service levels: Strongly supports a campaign by the National Infrastructure Unit to increase public awareness of the total costs and benefits of varying levels of service.
  • Suggests that the approach to the Plan be to pick future winners (nominate sectors – forestry/aquaculture) that will drive our economy to periods of growth.
  • Strongly supports additional investment to build on our competitiveness as an international trading economy by ensuring that internal supply chain infrastructure is as efficient as possible – for example the rail linkages within the `growth triangle' of Auckland, Tauranga and Hamilton.
  • Recommends that infrastructure investments be prioritised according to their capital demands and rate of return to the whole New Zealand economy.
  • Seeks consideration that investment in technology infrastructure be of equal importance as investment in transport and water infrastructure.
  • Strongly supports selecting key industries in which New Zealand is likely to be internationally successful over the next 50 years – such as food technology, aquaculture, forestry etc.
The full National Infrastructure Plan discussion document can be found at www.infrastructure.govt.nz/plan
Pilot papakainga project on target

Dust isn't being allowed to settle on the pilot papakainga project taking place on a marae near Te Puke in the western Bay of Plenty.

Launched in May on the Makahae Marae of Tapuika Iwi, the Te Keteparaha mo nga Papakainga project entails building 70 houses on the surrounding multiple-owned Maori land, with the first house to start next year.

Fundamental to the project is a ``toolkit'' of five steps designed to guide the Tapuika Land Trust through the entire papakainga development from the vision to the completed construction and financing.

The five-step toolkit was an initiative of the Western Bay of Plenty District Council and was put together with the help of joint agencies including the SmartGrowth Implementation Group, Te Puni Kokiri, Housing New Zealand, the Maori Land Court, Tauranga City Council and Environment Bay of Plenty.

The trustees of the Makahae Maori Land Trust are now going through Step Four of the toolkit that involves technical work for the detailed design, drawing, options and associated costs for the papakainga. Including discussions around house designs, sizes, styles, materials and allocations of sections.

This step is done in partnership with the founding joint agencies and final approval is hoped for in December.

An on-site visit from Rotorua Maori Land Court staff in early October gave staff an opportunity to get first-hand experience and information on the papakainga development and to recognise the value of how land owners benefit from decisions made by the court.

The papakainga project is the first of its kind in New Zealand in terms of the collaboration of agencies, local authorities and the Maori Land Court to help Maori build on multiple-owned land.

Further discussions are planned with Housing New Zealand Maori development to advance and support this pilot.

The project has had the blessing of central Government and it is hoped this papakainga model will become a template for other hapu and iwi nationwide.

The main aim of the project and toolkit is to help Maori Land Trusts develop and build homes on multiple owned Maori land for the beneficial owners.
The papakainga pilot was launched on the Makahae Marae earlier this year.  The land on the Makahae Marae near Te Puke on which the papakainga project will be developed.
People's needs paramount in planning

Planning well ahead of time for the physical infrastructure and land use zoning to support a growing population is critical to good growth management but equally as important is sorting out what social facilities will make those future communities pleasant places to live.

This tier of planning is referred to as social infrastructure and is part of the development principles underpinning the SmartGrowth strategy.

So what is social infrastructure?

Social infrastructure is a very broad term encompassing health, education, recreation and cultural needs – all the things that make a community tick.

Any future planning needs to consider community facilities such as schools, hospitals, halls, churches, marae, cultural resources and specific planning that takes into account the needs of an ageing population.

For example, a well planned community will consider social issues such as access for disabled people and older people, a range of educational facilities ranging from pre-schools and kohanga reo to secondary schools, good health services, cultural resources, centrally located community centres and parks for recreation.

The Western Bay of Plenty District Council and Tauranga City Council have developed a sub-regional Social Infrastructure Planning Framework.
This framework relates to SmartGrowth's principles that highlight the need for community, health and social services to cope with growth and change in community needs.

Developing the framework has entailed a stock take of community resources and facilities as well as identifying where gaps exist.
Each council has developed guidelines to take into account the two unique environments (city and urban/rural) of Tauranga and Western Bay.
The main aim of developing this framework is to ensure that social infrastructure is consistently considered alongside planning for land use, transportation and other physical infrastructure.

Councils do provide some social infrastructure, for example, libraries, parks, swimming pool etc - and councils also have a role in working alongside health provides, educators and other agencies to ensure that all these things are taken into consideration in the planning of the community.

Social infrastructure is also key to people making decisions as to where they may wish to live – so this framework will help ensure that high quality social infrastructure is available for people looking to live in the sub-region in the future.

Western Bay and Tauranga are among the first local governments in New Zealand to develop a social infrastructure framework, second only to Waitakere. However social infrastructure planning is an established planning tool in Queensland and other parts of Australia and the UK.
Omokoroa flags the way

Omokoroa was the first footprint of SmartGrowth strategy in the Western Bay sub-region and serves as a model of a community preparing for future growth.
Population forecasts for Omokoroa estimate that 12,000 people will live on the peninsula by 2051.
The current population of the peninsula is just over fewer than 2000 people.

SmartGrowth focuses on accommodating an average of 15 dwellings per hectare for residential development to underpin the ``live, work, play’’ approach.
Omokoroa residents have taken part in the planning changes for their community and have made it clear that they do not want existing lots in the village to be subdivided to 350 sq m – this is the permitted minimum lot size in the existing village. Residents believe that such small lots would impact on the current character.

However, to achieve SmartGrowth's projected population growth, density development may be allowed in greenfield (undeveloped) areas yet to be identified by the community.
The densities for Stage 1 and 2 Structure Plan areas will be higher than the existing village.

To encourage quality development outcomes and sensible subdivision layout, Omokoroa's planning rules embrace strong urban design controls.

To date, development on the peninsular has been staged over two Structure Plans that have entailed changes to the District Plan of the Western Bay of Plenty District Council.
This has allowed planning for roading, residential subdivision, commercial and industrial zoning, an urban design strategy and provision for stormwater, wastewater, cycleways and walkways.

Fundamental to the planning of Omokoroa has been to develop a community where people live, play and work, as opposed to a dormitory suburb where people live and play but have to commute to Tauranga or Katikati for work.

Social infrastructure planning is now under way with the preparation of a comprehensive development plan that will define the community's vision.
This plan will define the community's needs for recreation, health and education facilities, environmental and conservation needs and will define how the community achieves its goals.

Omokoroa's gateway welcome sign reflects the relaxed, seaside character of the community. Roading upgrades are integral to the infrastructure planning for Omokoroa's future growth.
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