REGIONAL PUBLIC TRANSPORT PLAN

Transcription

1 Gisborne REGIONAL PUBLIC TRANSPORT PLAN

2

3 CONTENTS 1. IntrodUCTION 4 Our Vision Introduction Time Frame 4 2. Background Legislative Requirements Current Services The Current status of Public Transport in Tairawhiti Patronage Why GDC subsidises Public Transport? Involvement of Other Parties Funding What we plan to do in the next three years Strategic Network Review Electronic ticketing Renewals and improvements Ride Sharing Accessibility and the Transport Disadvantaged Who are the transport disadvantaged? What does this plan do to support the transport disadvantaged? Objectives and POLICIES Objectives and policies Monitoring, Reporting and RevIEW Monitoring and Reporting Review AppendICES 16 Appendix A - Legislative Context for the RPTP 16 Appendix B - Services to Be Provided 17 Appendix C - Fare Box Recovery Policy 20 Appendix D - Significance Policy 22

4 1. Introduction Our Vision To provide an efficient, accessible and financially sustainable public transport network that supports the needs and wellbeing of our communities. 1.1 Introduction The Gisborne District council (GDC) provides the public transport service to the Gisborne urban area. This includes the urban bus service known as Gizzy Bus, Waka Kura (school buses) and the Total Mobility Scheme for people with disabilities. These services are provided under contract and are subsidised by GDC. Funding for these services has three sources: passenger ticket sales, GDC rate payers and the New Zealand Transport Agency. This plan provides Council with the strategic framework for making decisions around public transport services. Its preparation is a requirement under the Land Transport Management Act 2003 (LTMA). The LTMA sets out the requirements regarding the Plan s content and the consultation process required in preparing the Plan. Principles of the Public Transport Operating Model (PTOM) have been incorporated into the LTMA. PTOM changes the way Council plans and procures its public transport service. It provides an opportunity for regions to work in partnership with operators to achieve improved competition and value for money while improving the effectiveness of services delivered to communities. Over time all regions are expected to review their procurement strategies to incorporate PTOM requirements. 1.2 Time Frame The Land Transport Management Amendment Act 2013 requires councils to produce Regional Public Transport Plans with a 10 year horizon, to be reviewed every 3 years and aligned with the Regional Land Transport Plan. The Plan may also be reviewed at any stage to respond to changes in strategic or funding conditions. 4

5 2. Background 2.1 Legislative Requirements In 2013 the Government amended the Land Transport Management Act (LTMA), repealing the Public Transport Management Act while also legislating a new Public transport Operating Model (PTOM). The new purpose of the LTMA is to contribute to an effective, efficient and safe land transport system in the public interest. The PTOM provides direction for the planning, procurement and delivery of public transport services. It is the LTMA that requires council to adopt a regional public transport plan (RPTP). The RPTP describes the councils plan for its public transport network. Feeding directly into this plan is the Long Term Plan, council s core document for its 10 year strategy, and the Regional Land Transport Plan, which sets out the council s strategy for roading and transport. Figure 1 illustrates the strategic relationships between this plan, its parent documents and other relevant legislation, government policies and plans. Figure 1: Strategic policy framework for Regional Public Transport Plans. 5

6 2.2 Current Services Gizzy Bus The Gisborne metropolitan area is serviced by the GizzyBus unit. There are two buses, operated by our contract provider Go Bus. The service utilises 2 modern, sign written, wheelchair accessible buses that operate across 6 routes. Bus Routes There are 6 bus routes servicing the Gisborne area. Route 1A - City - Hospital - Te Hapara City Route 1B - City - Elgin - City Route 2A - City - Kaiti - Tamarau - City Route 2B - City - Elgin - Hospital - City Route 3A - City - Elgin - Hospital - City Route 3B - City - Kaiti - Tamarau City Fares Fare Prices for the GizzyBus Adult - $2 one-way Child - $1.50 one-way SuperGold - free between 9am - 3pm. Just show your card to the driver when boarding. Under 5 free Same day continuous transfer is free A child fare is ages 5-15 inclusive, or still at school. A high school student not in school uniform just needs to show their student ID. Regular bus users can purchase a ticket for 10 rides. There is no discount on the fare. Waka Kura Bus The council subsidises the bus network which operate services to Gisborne Girls High, Gisborne Boys High, Lytton High, Nga Uri A Maui, Gisborne Intermediate, Campion College and St Mary s, alongside fully funding the Kaiti bus initiative. This is done to reduce congestion on the urban bus service as well as aiding educational accessibility and addressing truancy in Gisborne s high schools. This service is managed by GoBus under contract to Gisborne District Council. There are 8, 57 seater, low-floor easy access buses, all sign written with our school bus brand, Waka Kura. Kaiti Bus Initiative Students living in Kaiti experience unique geographical and socio-economic challenges in traveling to and from school. The initiative, originating from the governments social sector trials, aimed to improve school attendance for Kaiti high school students through fully funded bus concession tickets. Students identified by their school as at risk firstly qualify for the initiative by meeting a minimum attendance requirement, and then remain eligible as long as attendance continues. In 2016 the council decided to continue the programme for a further 2 year trial. This trial will finish with the 2018 school year and council will review the initiative during the Strategic Network Review in the second half of An annual budget of $40,000 for the next three years ( ) has been included in the LTP to continue the trial, subsidised under applicable FAR. Total Mobility The Total Mobility Scheme is a nationwide program that provides discounted transport for people with disabilities which prevent them from easily accessing public transport. Once assessed as eligible for the scheme, individuals can access discounted taxi fares for travel in the Gisborne area. 6

7 2.3 The Current status of Public Transport in Tairawhiti User Satisfaction Survey In July and August 2017 we conducted in person interviews with Gizzy Bus patrons, provided an online survey and had questionnaires filled in by each of the schools bus controllers. The overall report card was positive, with customer satisfaction high across 90% of measures. The stand out performers were the helpfulness of our drivers and the perceived value for money of the fare. On the other hand, significant concerns were raised around the frequency of departures leading to long travel times. These concerns will be carefully explored in the 2018 Strategic Network Review. Figure 2 shows responses to key questions from the survey alongside the 2015 results. 0% 20% 40% 60% 80% 100% 120% Frequency of Services 2015 Rate the helpfulness of the Driver 2015 Are there Enough Seats 2015 Communication of Delays/Disruptions 2015 Access to Timetable Information 2015 Is the Fair Value for Money? 2015 Poor Average Excellent Figure 2: User satisfaction survey responses 30 Request for Service Another key tool for measuring community satisfaction with the public transport network is the number and type of requests for service (RFS) received by council. Figure 3 shows the number of transport related RFS s received in the last years, grouped by type. Number of RFS Recived Figure 3: Public transport related Requests for Service (RFS) 7

8 2.4 Patronage Urban Bus Patronage Figure 4 displays the urban bus patronage for the last eight years, separated into the three main user groups. The data show that urban bus usage has been steadily declining since 2012/ / / / / / / / /17 Figure 4: Urban bus patronage 2009/ /17 Child Adult Pension Bus Patronage Figure 5 shows school bus patronage for the last 3 years with monthly volumes. Despite a small decrease in user numbers in 2016, school bus patronage has been steadily climbing, justifying the provision of additional services as well as the extension of some existing routes Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Figure 5: bus patronage

9 Total Mobility Trips Figure 6 shows the total boarding s (or trips) subsidised under the Total Mobility Scheme. In line with the national trend, boardings have, with the exception of , been steadily declining for over 10 years. Causes for this decline have not been conclusively identified but have been generally attributed to increased availability of alternatives including wheel chair accessible buses, mobility scooters and private transport options like the Sunshine Bus. Additionally, the subsidy rate has remained fixed for some time leading taxi fare rises to diminish the scheme s affordability. Total mobility will also feature in the strategic network review. 30,000 25,000 20,000 15,000 10,000 5,000 0 Figure 6: Total mobility trips 2.5 Why GDC subsidises Public Transport? The Council, on behalf of its rate payers, makes a considerable investment in public transport. It is therefore important to understand why we make that investment and what our objectives are. There s five key factors that drive our public transport investment. Eases Network Pressure Public transport eases pressure on our roading network in a variety of ways. Some are obvious like lowering traffic congestion and demand for parking, but some are more subtle such as reduced wear and tear on the roading network decreasing the need for maintenance and renewals. Safety Public transport users are 30 times less likely to be involved in traffic accident fatalities compared with other modes of transport. Accessibility A key objective of GDC s public transport plan is increased accessibility to employment, healthcare community facilities and social activities for all users. Of particular importance is expanding accessibility for those with sensory and mobility impairments and those who have limited access to their own transport. By subsidising public transport we provide opportunity and inclusion for all members of our community. Environmental Using public transport reduces the number of vehicles on the road thereby lowering emissions and noise pollution. Modern technology takes this even further by making buses more energy efficient, increasing fuel economy and further lowering CO2 emissions. 2.6 Involvement of Other Parties The public transport operating model requires strong collaborative approach between council, service providers, community groups and the transport agency. During this plans drafting GDC undertook pre-consultation with each stake holder group, holding meetings with Go Bus, conducting user surveys, interviewing bus drivers and school bus controllers before moving into formal a consultation process with the wider community. 9

10 2.7 Funding Where our Funding comes from. Public transport in Gisborne is funded from 3 sources: 1. Passenger ticket sales, referred to as fare revenue or farebox recovery. 2. GDC, local ratepayers funding, and 3. NZTA, which contributes between 30% and 40% of the cost of services. Actual FBRR GDC subsidy NZTA subsidy Fare Box Recovery Figure 7 shows the share of funding between the three sources. Figure 8 shows the decline in fare box recovery rate for the last 7 years. Figure 9 sets out the likely funding available for bus services and Total Mobility services over the life of this Plan. The fare portion includes fares paid by school and city bus passengers including Total Mobility payments and SuperGold allocations. Cost of Service Service 600,000 Number of Users 2016/17 Total Cost to operate services (as of June 2016/17) Gizzy Bus 50,027 $259,086 Waka Kura 94,557 $197,907 Bus Total Mobility trips 8,794 $67, % 32.30% 30% 25% 500, ,000 20% 15% $ Budget 300,000 10% 200, % 5% 0% 2010/ / / / / / /17 FRR GizzyBus FRR Bus 100, / / / / / / / / / /28 Rates Fares NZTA Subsidy Figure 7: Share of public transport funding for public transport in Gisborne Figure 8: Fare Box Recovery Rate by service Figure 9: Financial Forecast

11 4. What we plan to do in the next three years Council has already committed to undertaking improvements to its public transport services over the next three years. They include: 4.1 Strategic Network Review This will be a comprehensive review of the Gizzy Bus Service, routes and fares, the Waka Kura Bus Service, the Total mobility scheme and a holistic review of the networks sustainability, efficacy and community value. This review has been timed to align with the urban bus contract tender process commencing early Electronic ticketing Smartcards have now been widely adopted throughout New Zealand Cities. There are many advantages to these systems such as enabling variable pricing, simplifying boarding, reducing opportunities for fraud and providing richer patronage data. All of which can be utilised to drive patronage growth. The current ticketing system is reaching the end of its life cycle presenting council with the opportunity to invest in up to date technology that will increase simplicity and drive affordability for the network. 4.3 Renewals and improvements Council has already identified, designed and will soon build new bus shelters in several high use areas. Bus shelters improve user experience whilst expanding accessibility to the service in a range of weather types. Council will continue identify suitable locations for further shelters to improve current levels of service and help drive patronage. An annual budget of $18,000 for the next three years ( ) has been included in the LTP for provision of new bus shelters and improvements to bus shelters subsidised under applicable FAR. 4.4 Ride Sharing Modern app based ride sharing services have radically changed public transport around the world. By bringing new service models that are simple, reliable and above all affordable companies like Uber and Lyft have had a strong and often controversial impact on the sector. What these changes mean for smaller urban centres like Gisborne is not well understood. The council will as part of its strategic network investigation, explore the implications and opportunities presented by ride sharing to the Gisborne community. 11

12 5. Accessibility and the Transport Disadvantaged The LTMA requires regional authorities to consider and assist people who are transport disadvantaged. GDC considers this highly appropriate and seeks to place a strong value on the accessibility of our public transport network. 5.1 Who are the transport disadvantaged? The LTMA defines the transport disadvantaged as any group who GDC has identified as least able to access transport to basic activities such as work, education, health care and shopping. Accordingly, GDC has identified the following groups as being transport disadvantaged. Children The elderly People with disabilities Tertiary students People on low incomes People who are unable to drive or have no access to a vehicle. 5.2 What does this plan do to support the transport disadvantaged? GDC through this plan, recognises four mechanisms available to support the transport disadvantaged. Fare pricing: While acknowledging the need to balance costs between users, rate payers and central government, GDC seeks to keep Public Transport as low cost as possible. Route coverage: Enhanced route design to ensure wide accessibility throughout residential areas, linking them to commercial hubs and community facilities. Wheelchair accessible: All GDC and Urban services are and will continue to be wheel chair and mobility frame accessible. Total Mobility Scheme: provides an alternative for those unable to use public transport due to disability. Furthermore, GDC recognises that the above does not represent a complete solution and commits to continued engagement in this space to seek better outcomes for the transport disadvantaged. 12

13 6. Objectives and Policies 6.1 Objectives and policies Strategic Priority Objective What we aim to do Service Delivery Our public transport service maintains levels Consider variations to existing routes where demand and funding permit. Such variations would be of service that promote customer loyalty and subject to a minimum trial period of six months before council considers permanency drive passenger growth Ensure the Gizzy Bus brand and colour scheme are applied to all vehicles providing urban services under contract to Council Ensure the Gizzy Bus brand and colour scheme are featured on all publications and marketing materials for the service Ensure service information is readily available and easy to understand Develop and implement bus-stop service level standards, requiring high use stops to have correct signage, shelters and timetable information; and medium/low use stops to have a minimum of road markings and signage Ensure fare payment systems are easy to use and accurately record passenger trip Regularly review all routes, stops and departures to ensure they meet the travel needs of the population Access and Mobility Our people have access to public transport Maintain the total mobility scheme as an alternative for those unable to use public transport due to services that connect them to where they disability want to go Continue to provide wheelchair accessible vehicles to ensure easy access for wheelchair users, parents with young children and passengers with mobility difficulties Provide readily available and easy to understand information on the Total Mobility Scheme Ensure all parties to the total mobility scheme are appropriately trained and equipped to meet the needs of all customers Review the Kaiti Bus initiative and consider viable ways of reducing barriers to secondary school access for the transport disadvantaged Route coverage: Enhanced route design to ensure wide accessibility throughout residential areas, linking them to commercial hubs and community facilities. 13

14 Strategic Priority Objective What we aim to do Fares and ticketing Our funding system for public passenger Improve the fare recovery rate for the service to: services is fair to ratepayers and users, 42% by end 2021/22 ( baseline 32% in 2016/17) while covering a reasonable proportion of operating costs Review fare levels annually to support the achievement of higher fare box recovery rates Set fares on bus routes at levels that incentivise patronage and frequent use, while balancing user contributions against public funding Ensure fare payment systems are easy to use and accurately record passenger trip information. Investigate, develop and implement public transport service enhancements, including electronic ticketing and new technology that supports user convenience and more flexibility for fare price setting Contracting Council s procurement process continues to Implement a procurement process that is consistent with the Public Transport Operating Model requirement deliver an efficient and effective network of Ensure vehicles operated under contract to GDC meet the environmental standards as set out in the public transport services New Zealand Transport Agency Requirements for Urban Buses Enforce strict adherence to all health and safety standards required by law and to the requisite standards for quality set out in the New Zealand Transport Agency Requirements for Urban Buses, and Complete monitoring and reporting of safety through the New Zealand Transport Agency s Operator Rating System 14

15 7. Monitoring, Reporting and Review 7.1 Monitoring and Reporting In order to measure the success of the plan and its implementation the council undertakes to monitor both the achievement of the plans objectives and the quality of services provided. In accordance with the Public Transport Operating Model (PTOM), GDG will closely manage, monitor and evaluate the performance of its urban and school bus units. This requires a cooperative approach between the council and its contractors. Annual operating targets will be set by GDC and our contractors. Regular reporting will be done and regular meetings will be held to evaluate progress against the goals set out in the annual operating targets and against the key performance indicators for the service. The Key Performance Indicators set out the quantitative measures contractors will report on and against which contractor performance will be assessed: Patronage Farebox revenue Service reliability and punctuality Customer satisfaction Complaints number received and quality of resolution Incidents the number and type of incidents occurring on the services Fleet quality compliance with national Requirements for Urban Buses standards, age of fleet. Operator safety ratings provided by the NZ Transport Agency Procurement will be conducted in accordance with the Public Transport Operating Model (PTOM) as outlined in the Land Transport Management Act and will be reported on as a measure of the success of the PTOM in our region. Monitoring criteria include: The number of bids received per tender The final agreed price for service units 7.2 Review The LTMA requires the RPTP be reviewed every three years. At this time GDC will assess the plans operational success and decide whether to leave, amend or formally review the plan. Variations to the existing plan may trigger the Significance policy, which will inform GDC how widely it must consult with the effected parties and the community. In addition, GDC will consult with persons who will or may be affected by or have an interest in the proposed variation in accordance with sections 126(4) and 125(2) (a) of the LTMA and Section 82 of the LGA. Reviews of this plan will be aligned with those of the RLTP. As the parent document to the public transport plan, the RLTP feeds high level objectives and budgetary forward planning into the RPTP and any review of the RLTP will likely trigger a review of both plans. 15

16 8. Appendices Appendix A - Legislative Context for the RPTP The Land Transport Management Act 2003 The Land Transport Management Act 2003 (LTMA) requires a council to consider certain matters when preparing its plan. Section 124 requires councils to: a. Be satisfied that the plan i. Contributes to the purpose of the LTMA ii. iii. Has been prepared in accordance with any relevant guidelines that the Agency has issued. Is, if it includes a matter that is not within the scope of the RLTP, otherwise consistent with that plan. b. Be satisfied that it has applied the principles specified within Section 115(1). c. Take into account i. Any national energy efficiency and conservation strategy ii. iii. Any relevant regional policy statement, regional plan, district plan or proposed regional plan or district plan prepared under the RMA The public transport funding likely to be available within the region iv. The need to obtain the best value for money, having regard to the desirability of encouraging a competitive and efficient market for public transport services; and v. The views of public transport operators in the region. d. Consider the needs of persons who are transport disadvantaged. Council has complied with all the above requirements when preparing this Plan. 16

17 Appendix B - Services to Be Provided Nga Uri A Maui POTAE AVE Lytton High R R VALLEY RD ORMOND RD HOSPITAL RD MASSEY RD SCHOOL BUS TIMETABLE Campion College/ St Marys CHALMERS RD NELSON RD GLADSTONE RD LYTTON RD R R CHILDERS RD GGHS STANLEY RD GBHS ABERDEEN RD ROEBUCK RD GLADSTONE RD WI PERE ST R R R R R R R R BALLANCE ST ORMOND RD STOUT ST FOX ST STAFFORD ST HARRIS ST DE LAUTOUR RD R R R R R OWEN RD TYNDALL RD LAWRENCE ST DALTON ST PICKERING ST Gisborne Intermediate RUTENE RD R R R Route 1: GGHS Times AM PM Monday Tuesday Wednesday Thursday Friday Route 2: GBHS Times AM PM Monday Tuesday Wednesday Thursday Friday Route 3: Lytton Times AM PM Monday Tuesday Wednesday Thursday Friday Route 4: GGHS Times AM PM Monday Tuesday Wednesday Thursday Friday Route 5: GBHS Times AM PM Monday Tuesday Wednesday Thursday Friday Route 6: Lytton Times AM PM Monday Tuesday Wednesday Thursday Friday Route 7: Gis Int Times AM PM Monday Tuesday Wednesday Thursday Friday Route 8: Campion Times AM PM Monday Tuesday Wednesday Thursday Friday Route 9: Campion/Lytton Times AM PM Monday Tuesday Wednesday Thursday Friday Bus Stops R1 Gisborne Girls High R2 Gisborne Boys High R3 Lytton High /Nga Uri A Maui R4 Gisborne Girls High R5 Gisborne Boys High R6 Lytton High /Nga Uri A Maui R7 Gisborne Intermediate (via Mangapapa) R8 Campion College/St Mary s R9 Campion College/Lytton High R FARE Route and estimated arrival time One way $ ticket pass available HIRINI ST CRAWFORD RD RANFURLY ST QR Code Scan to read LONDON ST WAINUI RD CAMBRIDGE TCE TYNDALL RD HUXLEY RD IDA RD ALICE ST MATTHEWS RD NEWTON ST PARAONE RD WAINUI RD For timetable enquiries and lost property contact GoBus ph: Gisborne District Council Freephone: service@gdc.govt.nz R R R R R R R R MURDOCH RD R R R

18 Lytton West Lytton High Medical centres EMILY ST CHARLES ST DALRYMPLE RD Mangapapa RUA ST MANGAPAPA RD Gisborne Airport HAIG ST BULWER RD BIRRELL ST Lytton West Lytton High Elgin CHILDERS RD KENT ST TON RD EMILY ST MILL RD Te Hapara CHARLES ST Te Wananga o Aotearoa AYTON ST FERGUSSON DR TOTARA ST ALBERT ST DALRYMPLE RD Girls High STANLEY RD Pools HERBERT RD Mangapapa RUA ST Gisborne Intermediate MANGAPAPA RD Gisborne Airport GLADSTONE RD DISRAELI ST Countdown Botanical Gardens CARNARVON ST AWAPUNI RD SALISBURY RD Bus stop HAIG ST BULWER RD BIRRELL ST Bus stop - route point Direction of travel Elgin Medical centres CHILDERS RD KENT ST COBDEN ST Pak n Save LYTTON RD DERBY ST MILL RD Te Hapara CITY HOSPITAL TE HAPARA CITY 1A CITY ELGIN HOSPITAL CITY Te Wananga o Aotearoa BRIGHT ST KAHUTIA ST PEEL ST FERGUSSON DR TOTARA ST SHEEHAN ST Bright St Balance Hospital Te Wiremu Awapuni Rd Bright St Terminal Street Rest Home - Library Terminal AM AM AM/PM PM PM A Bright St Hospital Elgin Rugby Park Bright St Terminal Shops Terminal AM PM LOWE ST ALBERT ST CUSTOMHOUSE ST Court House Girls High STANLEY RD CITY HOSPITAL TE HAPARA CITY 1A Bright St Balance Hospital Te Wiremu Awapuni Rd Bright St Terminal Street Rest Home - Library Terminal AM AM AM/PM PM PM CITY ELGIN HOSPITAL CITY 3A Bright St Hospital Elgin Rugby Park Bright St Terminal Shops Terminal AM PM Anzac Park Bright St YMCA Elgin Hospital Bright St Terminal Shops Terminal AM AM Court House PM PM AWAPUNI RD HERBERT RD SALISBURY RD Gisborne Intermediate CITY ELGIN CITY 1B GLADSTONE RD DISRAELI ST Countdown CARNARVON ST Botanical Gardens AWAPUNI RD SALISBURY RD CITY ELGIN HOSPITAL CITY COBDEN ST Pak n Save CHILDERS RD DERBY ST BRIGHT ST KAHUTIA ST PEEL ST SHEEHAN ST LOWE ST CUSTOMHOUSE ST Court House Bright St Desmond Rugby Elgin Awapuni Rd Bright St Terminal Road Park Shops - Library Terminal AM AM BRIGHT ST PM TERMINAL PM B 18

19 DICKSON ST Titirangi LEWI Te Poho o Rawiri OXFORD ST Kaiti CITY KAITI TAMARAU CITY 2A DONNA ST COLDSTREAM RD MATTHEWS RD STEELE RD Bright St Kaiti Heath De Lautour Awapuni Rd Bright St Terminal Mall Johnston Park Shops - Library Terminal AM AM AM/PM PM PM CITY KAITI TAMARAU CITY 3B Bright St Kaiti Heath De Lautour Bright St Terminal Mall Johnston Park Shops Terminal AM PM lowered. Put your bike on the bus All GizzyBuses are fitted with bike racks. There s no extra cost to put your bike on a GizzyBus. You re responsible for loading and unloading your own bike. SuperGold card The SuperGold card is available to all eligible New Zealanders aged 65 years or over and those who receive the New Zealand Superannuation or the Veterans Pension. You just need to show the driver your SuperGold card to receive the fare concession. Child fares students may be asked to show the driver a valid student ID to receive a fare concession. Contact us if you have any questions or comments about GizzyBus services 24hr Freephone: service@gdc.govt.nz on Facebook and Twitter QR CODE - SCAN TO READ Anzac Park Bus stop - route point TYNDALL RD MAPS LAWRENCE ST PALMERSTON RD ORMOND RD Illminster Intermediate DAPHNE ST Waikirikiri Reserve GLADSTONE RD COBDEN ST AWAPUNI RD SALISBURY RD Pak n Save DERBY ST BRIGHT ST PEEL ST LOWE ST CHILDERS RD BRIGHT ST TERMINAL CUSTOMHOUSE ST Court House THE ESPLANADE HIRINI ST PARAU ST MAKI ST DICKSON ST HINAKI ST RUTENE RD LEWIS ST Te Poho o Rawiri GRAHAM RD OXFORD ST KARA ST Kaiti CAVENDISH CR DONNA ST COLDSTREAM RD MATTHEWS RD ALICE ST STEELE RD Waikirikiri Titirangi 19

20 Appendix C - Fare Box Recovery Policy Introduction Fare box recovery measures the percentage of public transport operating costs that is covered by the passenger fares (the remaining balance of which is shared in equal measures by GDC and Central Government. The New Zealand Transport Agency requires GDC to adopt a Farebox recovery policy. The fare box recovery policy also establishes the target rate at which GDC forecasts passengers to cover the cost of the public transport service over the 3 year review cycle of this plan. NZ Transport Agency Requirements In order to access transport agency funding for public transport GDC is required to prepare, as part of the Regional Public Transport Plan, a farebox recovery policy. NZ Transport Agency prescribes the formula for establishing the farebox recovery rate. Gisborne Bus Service In 2012/13, after review and significant community consultation, GDC embarked on a major restructuring of its bus service. The Gizzy Bus brand was created, new buses were purchased and a complete realignment of routes and time tables was implemented. The review took into account fare levels but the decision was made to leave them at current levels. No reviews have been undertaken since that time. Services included The public transport services to be included in the calculation of the fare recovery are all GDC contracted services operating in the region. Long-distance (e.g. inter-city services) services, privately funded school services, Ministry of Education funded school services; tourist and charter services are not included Year Fare-box recovery rate 2010/11 46% 2011/12 43% 2012/13 44% 2013/14 41% 2014/15 39% 2015/16 25% % The actual 2016/17 farebox recovery rate was 32%, no target had been set for that financial year. The transport agency expects a national farebox recovery rate of 50% (Achieved 48% in 2016/17). Large metropolitan centres contribute strongly to this target whereas smaller regional centres struggle. The transport agency is sensitive to this imbalance and the challenges regional centres face in providing a value service at a reasonable subsidy, however it is expected that GDC will take steps increase the recovery rate by raising fares and/or driving patronage growth. In accordance with the transport agency s farebox recovery policy guidelines GDC has set a year on year growth target of 1% for the review cycle of this plan. In doing so GDC has considered the deteriorating trend over the last 5 years alongside the set of tools council has to influence farebox recovery, and decided that stabilising the current trend is both reasonable and achievable. Actual Farebox Recovery (2016/17 Target (2018/19) Target (2019/20) 32% 40% 41% 42% Target (2020/21) 20

21 GDC proposes 3 mechanisms to realise this target. 1. Early 2018 adoption of a Smart Card electronic ticketing system 2. Late 2018 Comprehensive Strategic Network Review Contract tender application process As with many other regional centres, Gisborne s urban bus service is primarily a social service, as opposed to the more commuter orientated services found in New Zealand s metropolitan centres. The reality for our users is they often have few transport options and limited capacity to wear significant fare increases. It is therefore considered appropriate to set a conservative farebox recovery rate that is achievable for council and affordable for our customers. The strategic network review, aligned with our bus contract tender process is expected to uncover more efficiencies for the service, means for driving patronage and a new electronic ticketing system will enable more agile fare pricing structures and more regular fare reviews. 21

22 Appendix D - Significance Policy As conditions and requirements change over time, so to the contents of this plan can be altered accordingly. When those circumstances arise, council will first determine the significance of those changes, in accordance with section 120(4) of the Land Transport Management Act, and if required, undertake an appropriate level of consultation. This significance policy outlines the specific factors contained in the GDC draft Significance and Engagement policy which are pertinent to public transport planning and implementation. General Determination of Significance Proposed variations to the plan, which necessitate a council decision, will be considered against the following criteria set out by the councils Significance and Engagement Policy: The effects on all or a large part of the Gisborne district The effects on individuals or specific communities including the impact on Maori. The level or history of public interest in the matter or issue Consistency with Council s current strategy and policy including the Strategic priorities. Impacts on Council s financial strategy, Long Term Plan and Annual Plan and levels of service (also including the Regional land Transport Plan, if applicable). Whether the decision is reversible? Significant and Non-Significant Matters Determining the significance of most variations to this plan will be decided upon by the council on a case by case basis, unless they fall into one of the following categories: Variations that will always be considered significant are: Any variation that amends this policy on significance; and Any variation that introduces a new public transport unit Any variation that alters the cost of the provision of public transport services by more than 10% in one financial year. Variations that will always be considered not significant are: Minor editorial and typographical amendments to this Plan Minor changes to fare levels in accordance with current policy and funding levels 22

23 Variations that will usually be considered not significant are: A variation that has already been consulted on Minor changes to the description of services following a service review, e.g. changes to the route, frequency and hours of a service that may include a reduction in service levels on a route or routes, but which result in the same, or better, overall level of service across the network Changes to the description of services or grouping of services as a result of an area wide service review, provided that there is no significant increase in cost Any variation that alters the cost of the provision of public transport services in one financial year by less than 10% This policy also recognises certain potential variations can be considered routine or time critical and therefore council will generally not consult upon these. Organisational decisions (eg. staff changes and operational matters) that do not materially reduce a level of service. Emergency management activities during a state of emergency Civil Defence Emergency Management Act Decisions taken to manage an urgent issue, or save or protect life, health or amenity prevent serious damage to property» avoid, remedy or mitigate an adverse effect on» protect the integrity of existing and future» Decisions that are commercially sensitive (eg awarding» Any decisions that are made by delegation/ sub-» Entry or exit from a development agreement (private contract) under section 207A Local Government Act 2002 (LGA) Decisions in relation to regulatory and enforcement Decisions to act where it is necessary to:» comply with the law» the environment» infrastructure and amenity» contracts)» delegation to officers» activities. 23

24