Joint Nelson Tasman Regional
Transport Committee –
14 August 2025
7.2 Public Transport Review Update
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Report
To:
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Joint
Nelson Tasman Regional Transport Committee
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Meeting
Date:
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14
August 2025
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Report
Author:
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James
Hills, Senior Transport Planner, Nelson City Council
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Report
Authorisers:
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Dwayne
Fletcher, Strategic Policy Manager
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Report
Number:
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RNTRTC25-08-2
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1.1 This
report provides an update of public transport matters since the May 2025 Joint
Nelson Tasman Regional Transport Committee (JNTRTC).
1.2 It includes an overview of the proposed optimisations and
improvements being worked on and further investigated as part of the Public
Transport (PT) Review as presented at the JNTRTC workshop on 13 August 2025.
1.3 In addition, this report provides a summary of the new North Nelson
bus services as well as an update on ‘dogs on buses’ following an
extended trial period.
1.4 The report concludes with a high-level overview to the next Regional
Land Transport Plan (RLTP) and Regional Public Transport Plan (RPTP)
workstreams to be commenced by transport officers in the coming months, in
addition to providing an update on the National Ticketing Solution.
That the Joint Nelson
Tasman Regional Transport Committee:
1. receives
the Public Transport Review Update report RNTRTC25-08-2; and
2. approves the
optimisations and timetable improvements outlined in Table 1 of the agenda
report for implementation up to the $250,000 budget for the year; and
3. approves the new bus
stops and pedestrian infrastructure in Table 2 of the agenda report to support
the proposed changes and Nelson Bus Hub within the public transport capital
budget; and
4. approves allowing dogs on buses as per the Phase 2 trial on a
permanent basis.
3.
Public Transport Review
Optimisations and timetable changes
3.1 As
presented at the May JNTRTC, a number of optimisations and improvements were
outlined for further investigation. Optimisations to the current service will
involve making changes to the existing timetable.
3.2 Optimisations limit the need for extra resources and instead utilise
the current fleet to better serve customers and maximise patronage.
Optimisations have been developed that also rectify consistently late running
trips on the eBus service.
3.3 Optimisations
and timetable changes have been developed through a combination of real time
and desktop analysis.
3.4 Real
time analysis has involved examining the current eBus service performance in
meeting the current scheduled timetable, in addition to listening to customer
feedback on late running services, missed connections, and investigating
requests for earlier/later trips.
3.5 Desktop
analysis has involved assessing the number of existing services and capacity to
better meet this demand.
3.6 Optimisations
and timetable changes have been developed in combination with the eBus operator
to ensure they can be feasibly implemented.
3.7 Table 1 (below)
provides a summary and rationale for the proposed optimisations and timetable
changes that have been developed. Where additional services and significantly
longer run times are proposed, this is considered ‘substantive’ and
will incur higher costs. Small changes such as activating existing out of use
stops or adding smaller additional run time, are considered non-substantive and
will incur minimal cost.
3.8 Should the JNTRTC approve these changes, it is planned that the timetable changes and
optimisations will go live on 6 October 2025. This is subject to supporting
infrastructure, communications and technology being in place. Figure 1 (below) shows the existing eBus network map. No changes are
proposed to routings in the short-term improvements planned for October 2025.
3.9 A full breakdown
of the new trips to Routes 1 and 2 and the proposed Late Late bus timetable can
be found in Attachment 1.
1.
Figure
1: The
existing eBus network. No changes are proposed to service routings in the
short-term.
Optimisations and
timetable change costings
3.10 The current three year
budget for both councils for the eBus service includes a total of $250,000 per
annum for opex improvements and timetable analysis. This includes the standard
NZTA subsidy.
3.11 Officers have worked in
collaboration with the operator to investigate the proposed changes. Additional
earlier services and extra run time on Routes 1 and 2 are considered
substantive changes and will cost approximately $75,000 per route ($150,000 in
total) per year.
3.12 Table 2 (above) outlines
that there are a number of smaller non-substantive changes to Routes 3, 4, 5, 6
and 8. These optimisations can be implemented at minimal cost (the approximate
costs of which are not yet known and require further analysis by the operator).
3.13 In addition to the above,
there are General Transit Feed System (GTFS) costs to update real-time data and
schedules. This would cost approximately $3,000 for the proposed changes.
3.14 Furthermore, there are
communication costs including informing the public, printing new timetables and
updating the eBus website. This is approximately $3,000.
3.15 It is difficult to make
standalone changes to routes without having knock on affects to other routes.
It is therefore most efficient and cost effective to take a holistic approach
and make multiple changes (as outlined in Table 1) at one time rather than a
piecemeal approach. Officers are therefore recommending that all
the proposed changes are implemented at the same time.
Providing public transport to The Junction Retail
Shopping Centre
3.16 Officers have received a
number of requests for public transport access to The Junction retail shopping
centre located on Quarantine Road.
3.17 Demand in the coming months
will increase with a new Woolworths supermarket due to open in late 2025.
3.18 Due to operational and
network constraints, the eBus service is unable to serve The Junction site
directly and due to consenting for the site issued before the eBus was
operational, does not have a route through or a bus stop within the site.
3.19 In addition, the roading
network throughout The Junction site is not designed for bus use and is
currently showing signs of deterioration. It is therefore not currently viable
to re-route services through The Junction.
3.20 As outlined at the JNTRTC workshop on 13 August 2025, officers have investigated two trial
options to provide better public transport to the perimeter of The Junction and
bring passengers in closer proximity to the site than the current service.
· Option 1: re-route R2 via Pascoe Street and R4 via Annesbrook Drive;
and
· Option 2: re-route R4 via Pascoe Street only.
3.21 For both options, two new
bus stops would need to be installed on Pascoe Street, with a pedestrian
crossing facility, to provide pedestrian access to The Junction via the western
entrance at the rear of the ‘Mitre 10’ store.
3.22 For both options, irrespective of timing, existing Route 2 stops on
Nayland Road are proposed to be relocated further north to provide closer
access to the southern entrance to The Junction. This means that passengers
travelling from Richmond can get off closer to The Junction than they can with
the current service.
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Pros
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Cons
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Route 2 (via Pascoe) + Route 4 (via
Annesbrook Drive)
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· Provides
connections to Richmond
· Avoids
difficult right turn onto Quarantine Road
· Little
infrastructure required
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· Annesbrook
Drive patronage will experience increased journey times on Route 4 travelling
north bound
· Longer
journey and run times on Route 4
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Route 4 (via Pascoe Street)
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· Minor deviation from
existing route
· Little infrastructure
required
· Does not require route
changes to R2 and affect patronage on Annesbrook Drive
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· Difficult right turn
onto Quarantine Road and associated queue lengths
· Does not connect The
Junction with Richmond
· Minor additional run
time required, 35 minute frequency
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3.23 Officers are currently
weighing the pros and cons of each option while also considering future access
and connectivity plans in this area. These factors, along with implementation
costs, will affect route planning. More work is required to develop a
recommended option that meets the balance between serving existing demand and
providing a new connection to The Junction.
3.24 Officers
therefore do not plan to integrate any new plans to serve The Junction with the
proposed timetable changes. Officers will continue to analyse and re-define
plans, obtain accurate cost estimates and report back at the next JNTRTC meeting with an update.
3.25 In
the interim it is proposed to re-locate the existing Route 2 stops on Nayland
Road (located by Kidson Place) northwards, to be in closer proximity to The
Junction (as per para 0).
New bus stop and infrastructure requirements
3.26 As outlined in Table 1 and
at the JNTRTC workshop on 13 August, a number of new
bus stop locations were identified that are needed to improve the service and
additional bus stops and pedestrian infrastructure are required to facilitate
proposed route changes.
3.27 In addition, as part of the
new Nelson Bus Hub opening in late 2025, new bus stop locations are required
throughout the Nelson Central Business District (CBD).
3.28 Table 2 (below) outlines
the proposed new bus stops and infrastructure required to support the
improvements. Additional stops are proposed at Nelson Girls College and
Richmond Aquatic Centre on Routes 5 and 6. These are existing stops which only
require updated timetables at the sites and are therefore not captured in Table
2.
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Location
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Infrastructure Required
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Approximate Cost ($)
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TDC / NCC
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Route 2
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Nayland Road
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Relocate existing stops northwards closer to The Junction
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Minimal
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NCC
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Route 3
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Atawhai Drive
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1 x bus stop (outbound) +
1 x concrete pad
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$13,200k
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NCC
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Route 5
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Aporo Road (between Deck Road and Marriages Road
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2 x bus stop (inbound + outbound)
2 x concrete pad
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$18,000k
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TDC
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Atkins Street (tbc)
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2 x bus stop (inbound + outbound)
1 x concrete pad
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$7,500k
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TDC
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Route 6
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Whitby Road
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2 x bus stop (inbound + outbound)
1 x concrete pad
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$10,000k
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TDC
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Nelson Bus Hub
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Selwyn Place
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1 x bus stop (outbound)
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$7,200k
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NCC
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Halifax Street
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2 x bus stop (inbound + outbound)
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$13,200k
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NCC
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Vanguard Street
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2 x bus stop (inbound +
outbound)
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$13,200k
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NCC
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Total
(Approx)
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Approx
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12 new bus stops
5 concrete pads
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$82,300k
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TDC=
$35,500k
NCC=
$46,800k
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3.
Table
2:
Proposed new bus stops and infrastructure
3.29 The values in Table 2 have
been rounded up to the nearest $1,000 and 20% added for contingency. It is
important to note that costs are approximate values only and actual costs could
be higher due to a number of factors such as, (including but not limited to)
the scale of groundwork required, any works to the footpath/new footpath
requirements, new crossing facilities, removal of marking and the level of
temporary traffic management required.
3.30 More detailed costs will
not be known until the detailed design stage for each stop; however, public
transport services has a capital budget that can be re-allocated to cover the
approximate costs provided in Table 2. Councils have
provision for these costs in their existing budgets
Nelson North service
3.31 Officers have been working
with the Nelson Tasman Community Transport Trust (NTCTT) to provide a pilot
community bus service to the north Nelson area. Nelson City Council has
contributed to funding the pilot service and transport officers have worked in collaboration
with NTCTT to develop a timetable. Initially the service will operate twice
daily Monday–Saturday. There will be proposed service on Sundays.
3.32 No start has been confirmed
however, plans are progressing to commence the service in August 2025. The
initial pilot would be for three months, with the intention to extend it to 12
months if it is successful.
Dogs on buses
3.33 In 2023, eBus began a trial
of dogs on buses. Phase 1 allowed for small dogs in a suitable carry container.
This trial was successful and led to Phase 2, allowing all dogs on board, with
a muzzle and leash. The trial began on 1 April 2024. In November 2024,
the decision was made to extend the trial through the summer
period.
3.34 Since Phase 2, dog owners
and public transport users have had the opportunity to submit feedback. This
has been very minimal.
3.35 In this regard officers
recommend that the JNTRTC approve allowing dogs on
buses as per the Phase 2 trial.
Regional Land Transport Plan (RLTP) and
Regional Public Transport Plan (RPTP)
3.36 As per the Land Transport
Management Act 2003 every six financial years, each regional council must:
· ensure that the relevant Regional Transport Committee prepares, on
the regional council’s behalf, a regional land transport plan;
· approve the regional land transport plan by the date appointed by
New Zealand Transport Agency Waka Kotahi (NZTA); and
· note that the RPTP is a subset of the RLTP and will be reviewed at
the same time.
3.37 Key dates for consideration
are:
· early June 2025 NZTA release evidence to the sector to inform the
development of the RLTP strategic sections;
· April/May 2026 Draft Government Policy Statement on Land Transport
(GPS) for consultation; and
· 1 August 2027 RLTPs submitted by the relevant regional council to
NZTA.
3.38 In consideration of the
above, officers note that they are at the point in the six year cycle where
they will be looking to review the Strategic Context (people, land use, current
state etc) over the next few months and then reviewing the Strategic Direction
(30-year vision and objectives, targets and policies) in early 2026 before
considering the 10-year transport investment priorities.
3.39 A more detailed programme
and timeline, including opportunities for JNTRTC
feedback and public consultation, will be presented for feedback at the next JNTRTC meeting.
National Ticketing Solution – Motu
Move
3.40 NZTA have advised officers
that the National Ticketing Solution known as ‘Motu Move’ has
experienced further delays which has pushed the earliest implementation date
for Nelson-Tasman to 2027.
3.41 Officers are currently
working with NZTA to understand the permutations for Nelson - Tasman and will
provide further feedback to the JNTRTC on the programme
and any cost implications once this is further known.
4.
Important considerations for decision-making
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Fit with Purpose of Local Government
Providing and giving effect to Regional Land Transport Plan and
Regional Public Transport Plan is a requirement of the Land Transport
Management Act 2003.
NZTA Waka Kotahi through their development guidelines for
developing regional public transport plans, outline that public transport
authorities must undertake annual pricing reviews and six-yearly fare
structure reviews.
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Consistency with Community Outcomes and Council Policy
Councils have adopted a joint Regional Land Transport
Plan and joint Regional Public Transport Plan as a requirement of the Land
Transport Management Act 2003. The development and operation of a Public
Transport service contributes to the community outcome “our
infrastructure is efficient, cost effective and meets current and future
needs”.
Through the Public Transport Review, transport
officers have developed a number of measures to optimise and improve the eBus service and grow
patronage with the resources available.
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Risk
Re-routing services /or reductions in the level are service are
likely to reduce transport choices for some members of the Nelson Tasman
communities who have few transport choices, and also discourage other users.
This could result in a reduction in patronage of the services.
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Financial impact
All proposed improvements and new infrastructure will be funded
within existing budgets. The proposed improvements and optimisations will
help grow patronage and increase fare revenue.
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Degree of significance and level of engagement
Implementing
the proposed changes to the ebus service will improve the public transport
service by offering greater reliability and connectivity.
Allowing dogs
on ebus services helps make public transport more inclusive and accessible
for pet-owning communities.
All changes
will be communicated to the public and new timetables printed to display at
all bus stops.
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Climate Impact
Support for
growing public transport use and improving the public transport offering will
contribute to reducing transport emissions.
Increasing patronage leads to mode shift away from the private car
which reduces the environmental impact of land transport and reduces
transport emissions. Greater public transport use also reduces congestion on
the local road network.
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Inclusion of Māori in the decision-making process
No engagement
with Māori has been undertaken in preparing this report
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Delegations
The JNTRTC may approve and propose a fare
increase up to the Public Transport Contract Indices rate. Any recommendation
to increase fares above the Public Transport Contract Indices rate will need
to be made the Joint Council.
4.
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1.⇩
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Breakdown
of new bus trips to routes 1 & 2 and proposed Late Late Bus timetable
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14
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