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18. 12. 96
CITY SERVICES COMMITTEE
3 DECEMBER 1996
A meeting of the City Services Committee
was held on Tuesday 3 December 1996 at 2.00 pm
PRESENT: Councillor Denis O'Rourke (Chairman), Councillors Carole Anderton, David Buist, David Close, Graham Condon, Gordon Freeman, Ian Howell, Garry Moore and Ron Wright.
IN ATTENDANCE: Councillors Margaret Murray and Barbara Stewart.
APOLOGIES: An apology for absence was received and accepted from the Mayor.
An apology for lateness was received and accepted from Councillor Graham Condon.
Councillor Margaret Murray retired at 2.55 pm and was present for clauses 1, 2, 9 and 15.1.
Councillor Barbara Stewart arrived at 2.30 pm and retired at 2.55 pm and was present for clauses 9 and 15.1.
Councillor Gordon Freeman retired at 3.50 pm and was present for clauses 1, 2, 9, 10 and 15.1.
Councillor Graham Condon arrived at 3.55 pm and was not present for clauses 1, 2, 9, 10 and 15.1.
Councillors Ian Howell and Garry Moore retired at 5.00 pm and were present for clauses 1, 2, 3, 8, 9, 10 and 15.1.
Councillor David Buist retired at 5.05 pm and was present for clauses 1, 2, 3, 8, 9, 10 and 15.1.
Councillor Carole Anderton retired at 5.45 pm and was not present for clauses 5, 6, 13, 14, 15.2, 15.3, 16 and 18.
The Committee reports that:
PART A - MATTERS REQUIRING A COUNCIL DECISION
1. NORTH AVON/NORTH PARADE INTERSECTION RR 4274
| Officer responsible | Author |
| City Streets Manager | Bill Greenwood, Area Traffic Engineer Dave Armstrong, Signals Design Engineer |
| Corporate Plan Output: Infrastructural Assets - New 9.5.67 |
INTRODUCTION
The purpose of this report is to gain approval from the Council for the installation of traffic signals at the North Avon/North Parade intersection. It also evaluates and describes two other improvement options that were considered at the intersection.
BACKGROUND
A representative of the Richmond Residents Association addressed the May 1995 meeting of the Hagley-Ferrymead Community Board concerning traffic problems at the North Avon Road/North Parade intersection. The Hagley-Ferrymead Community Board resolved that a joint sub-committee including Shirley-Papanui Board members be formed to consider possible intersection improvements.
The sub-committee met with the representative and staff to discuss the issues associated with this intersection on 26 July 1995 and recommended to the August 1995 meeting of both Shirley-Papanui and Hagley-Ferrymead Boards that the provision of a roundabout at the intersection be pursued. It recommended also that a contribution be sought from the cycle budget in order to ensure the 'cycle friendliness' of the proposed roundabout.
The sub-committee recognised that the project was unlikely to get a Benefit/Cost ratio sufficient to attract Transit NZ subsidy and inclusion in the Council's 'Safety Works' programme. It did consider improvements to the intersection to be a 'high priority' and could be funded from the 'Neighbourhood Improvement' programme. In order to meet the $80,000 construction cost of the roundabout, it was recommended (and subsequently adopted by both Community Boards) that each Board fund $20,000 from their 1996/97 project funds with the remaining $40,000 being funded by the Roading Unit. The City Streets Unit has since included $40,000 in the 1996/97 Neighbourhood Improvements budget for improvements to this intersection.
From concern for the safety of cyclists and pedestrians with the proposed roundabout option further work was undertaken to find the best traffic management solution for the intersection. A report was presented to the Sub-Committee in May 1996 covering three improvement options including the roundabout option. This report recommended that a roundabout was not the best solution and that traffic signals be installed.
In June 1996 the traffic signals recommendation was presented to the meetings of the two Community Boards involved and was accepted by them.
A publicity pamphlet on the signals option (see Appendix E) was distributed to residents and businesses in the area in early October 1996. Feedback was received with the majority of residents in favour of the signals. Further concerns were raised by the Richmond Residents Group so a meeting was arranged with them.
At the meeting the Group made some recommendations to the layout of the traffic signal proposal. These recommendations were:
These recommendations were discussed at a Design Meeting and a new intersection layout was produced (see Appendix F). The new layout keeps the existing island on North Avon Road so that access is still permitted into Evelyn Couzins Ave.
ROAD NETWORK
This intersection is the junction of two collector roads with approximately 80% of the traffic using only North Avon Road (west) and North Parade (see Appendix A). It is a natural run-on from Marshland Road (which is a minor arterial) from the north, to Stanmore Road in the south. North Parade, to the north of the intersection carries around 8,300 vehicles per day, and North Avon Road, west of the intersection carries around 13,500 vehicles per day. To the east, North Avon Road carries around 3,000 vehicles per day.
The existing intersection layout gives priority to the main traffic flow, and this is managed by a give way and a stop control. The 'give way' controls eastbound traffic on North Avon Road (west) and the 'stop' controls northbound and westbound traffic on North Avon Road (east).
Approximately 400 cyclists use this intersection as part of the Shirley cycle route each weekday. The cycle route is along Evelyn Couzins Ave (which is an unclassified local road) and North Parade. Evelyn Couzins Ave intersects with North Avon Road approximately 15 metres from the intersection with North Parade. It is well utilised by cyclists from the three schools at the north end of North Parade. Avonside Girls High School to the south of the intersection also contributes cyclists to the area.
The Parklands bus route runs along North Avon Road (west) and North Parade. Approximately six buses use the intersection during peak hours.
ROAD SAFETY
There have been 3 reported injury crashes and 8 reported non-injury crashes at this intersection in the last 5 years (see Appendix B). Eight (75%) of these crashes involved eastbound through traffic on North Avon Road failing to give way at the give way control. The existing layout is confusing to some motorists. Drivers continuing east through the intersection on North Avon Road are required to give way at what appears to be a straight through road.
The existing intersection gives priority to the major traffic flow between North Parade and North Avon (west). This arrangement provides minimal delay but is not very safe. Roundabouts give equal priority to all legs, but with uneven volumes the likelihood of crashes increases. This is because unexpected turns into the minor leg deviate from the majority flow. Motorists might not expect this, therefore increasing the potential for crashes.
Roundabouts have a disproportionate number of cycle/motor cycle crashes compared with other traffic management measures. This issue is significant and was recognised when the matter was considered previously. This included a requirement that any roundabout design must address cycle safety.
INTERSECTION IMPROVEMENT OPTIONS
There have been three improvement options prepared for this intersection. The first option is to install a 12m diameter roundabout, the 2nd option is to realign the intersection to clarify intersection priority, and the third option is to signalise the intersection.
Changing the intersection controls to require traffic from North Parade to give way is not considered appropriate given the unequal traffic volumes using the intersection. Changing this priority could cause serious accidents as motorist familiar with the current layout may not notice the change. This option is not considered further.
Option 1: 12 metre diameter roundabout (see Appendix C)
Option 2: Intersection Realignment (see Appendix D)
Option 3: Signalise Intersection (Appendix E)
DISCUSSION
Heavy Vehicles
The desire by residents is to discourage trucks away from Stanmore Road but this is very difficult as trucks need to service the shops on Stanmore Road. 50% of the heavy vehicles entering and exiting the north end of Stanmore Road go to or come from Hills Road.
Cycle Route
The intersection is part of the Shirley cycle route, which is regularly used by a large number of cyclists. Any alterations done to the intersection must provide a safe route for these cyclists. Realignment of or the installation of traffic signals at the intersection accommodate cyclists best. There is considerable evidence that roundabouts are not very safe for cyclists,
especially school age children. This cycle route services Marion College, Shirley Boys High School, Shirley Intermediate School and Avonside Girls High School. A large number of school age children use this intersection.
Capacity and Delays
Each proposed intersection design was put through a computer simulation model for both the morning and afternoon peaks to compare capacity and delays. The designs all produced quite similar results. The existing intersection performed better overall than both the roundabout and traffic signals. The capacity of the roundabout was considerably lower than that of the realignment design and the existing intersection. Delays to the traffic were increased by the signals and roundabout, whereas realignment reduces the delay to traffic.
Land Requirement
Land from the service station is required to install either the roundabout or realign the intersection. The land is not designated in either the Transitional or Proposed City Plan. To obtain the land would require it to be designated and purchased. This would required some years to complete as the owner is not willing to sell this amount of land. Signalising the intersection does not require any land purchase to proceed. However a small amount of land purchase would improve the signal option and the purchase could be negotiated without a designation.
CONCLUSION
The need for a change in the North Avon/North Parade intersection came about because of the crash rate and the local dissatisfaction with the number of vehicles especially large trucks on the collector roads of this area. Concerns were also expressed on the safety of school cyclists using the intersection.
A Sub-Committee including members of the Hagley-Ferrymead and Shirley-Papanui Boards was formed to consider the best traffic improvement option for the intersection. Initial recommendations from the Committee was that a roundabout be installed. The cost of $80,000 for the option coming from each Board ($20,000 each) with the remainder ($40,000) from the Roading Budget.
Further evaluation of other improvement options was undertaken when concerns for the safety of cyclists at roundabouts were raised. The two additional options considered are the realignment of the intersection and the installation of signals.
The least delay option is the realignment of the intersection. It will also reduce the number of crashes, recognise the major traffic flow, and provide increased safety for cyclists. The roundabout option is not preferred because even though it may reduce the existing crashes, safety for cyclists would be reduced. To proceed with either of these options would result in at least two years delay before land purchase can be completed.
Traffic signals were therefore recommended to the Sub-Committee for although they would cause delays to most vehicles they are the safest option for cyclists and pedestrians. The Sub-Committee approved of this option as did the two Community Boards involved.
Feedback from residents and businesses were received from the distribution of a publicity pamphlet. Most of this feedback were in favour of the signals. Concerns from the Richmond Residents Group were also received through a meeting between them and City Streets staff. These concerns have been addressed with a new layout of the traffic signals completed.
Recommendation: That traffic signals be installed at the North Parade/North Avon Intersection as shown on Appendix F.
2. SAWYERS ARMS ROAD/GARDINERS ROAD INTERSECTION RR 4262
| Officer responsible | Authors |
| City Streets Manager | Brian Neill |
| Corporate Plan Output: Safety Projects 9.5 p 37 |
The purpose of this report is to review the safety improvement proposals for the Sawyers Arms Road/Gardiners Road intersection. It comments on current expectations and possible courses of action.
INTRODUCTION/PROJECT INITIATION
Resulting from concerns by residents about collisions (two in one particular week) at the intersection a number of minor improvements to signs and markings were carried out. This was followed by a Benefit/Cost analysis of further improvements at the intersection including a new splitter island and extending the existing and providing new kerbs and channels. The analysis showed a ratio of 6:1 for an expenditure of $20,000.
This section of Sawyers Arms Road is presently carrying some 5,500 vehicles/day and Gardiners Road some 2,600 vehicles/day.
These improvements have been accepted for Transfund subsidy and are programmed for construction this financial year (1996/97).
The intersection is a boundary junction between the Fendalton/Waimairi and Shirley/Papanui Community Boards areas. The Boards have been dealing with a number of other local concerns regarding speed, the volume of trucks and accidents. A roundabout at Gardiners Road was seen as a solution to many of these problems.
A joint sub-committee meeting of the Fendalton/Waimairi and Shirley/Papanui Community Boards recently considered this report, endorsed the recommendations and indicated that a roundabout was the
preferred solution for the control of traffic at this junction. Both Boards will give further consideration to the report at their meetings at the end of November and will convey their recommendations to this Committee.
ROUNDABOUT DESIGN
A roundabout with dimensions similar to the Highstead Road/Sawyers Arms Road can be constructed at the intersection. The proposed design allows for higher approach speeds on Gardiners Road (north) with a long approach island. This design is illustrated (see attached).
A problem with the proposed design is that it does not meet all of the sight distance criteria. While it is acceptable for the sight distance to not meet the intervisibility criteria there should be a clear line of sight to approaching traffic for stationary vehicles at the vehicle limit lines on the approaches to the intersection. This criteria is regarded as essential for the safe operation of the roundabout and is based on the speed of traffic approaching the junction. An audit of the scheme plan for the proposed roundabout indicated that accepted visibility criteria could not be met without setting back the boundaries of adjacent properties. The following table sets out the actual distance compared with the requirement for a 50 km/h approach speed.
| Approach | Measured Sight Distance | Minimum Requirement* | Comments |
| Gardiners (north) | 30 m | 105 m+ | Removal of trees and property purchase (NW corner) |
| Sawyers Arms (east) | 100 m+ | 45 m | Adjustment to proposed subdivision boundary (NE corner) |
| Gardiners (south) | 37 m | 45 m | Trim vegetation (SE corner) |
| Sawyers Arms (west) | 36 m | 85 m+ | Relocation of fence (SE corner) |
* This is the minimum design requirement on the basis of the 85%ile approach speed.
In some situations it is acceptable to reduce the above requirements. However, having regard to the possible speeds on two approaches to the junction, the above requirements are seen as an absolute minimum.
The imbalance in sight distance resulting from the cleared section presently being subdivided on the north eastern corner of the intersection (an undesirable feature for a roundabout) could be overcome by the erection of a fence along the boundaries on this corner.
The only effective way of increasing the sight distances on the approaches to the intersection is to purchase property, relocate fences and trim vegetation. This will increase the cost of the roundabout by some $20,000.
The impact of not providing adequate sight distance is to increase the chances of collisions occurring by motorists not being able to select a suitable gap in the approaching traffic stream.
THE TRAFFIC EFFECTS OF A ROUNDABOUT
The intersection is not ideally suited to a roundabout because traffic volumes on Sawyers Arms Road are more than double those on Gardiners Road. The directional ratio on both roads is also high and the percentage of turning traffic (25%) will create few gaps in the traffic stream. A consequence of these characteristics is that traffic along Sawyers Arms Road would dominate traffic flows through the intersection; this is seen as an undesirable feature.
An adverse effect that local residents may not appreciate is the extra noise and congestion associated with slowing and stopping vehicles on Sawyers Arms Road. It is unlikely that many heavy commercial vehicles presently using this arterial road will divert to other routes. Consequently the advantage of a control (a roundabout) on vehicle speeds approaching the urban area may not be as great as anticipated.
The advantage of introducing a roundabout at this junction is a reduction in traffic delays on Gardiners Road. However, this will be offset by an increase in traffic delays on Sawyers Arms Road.
ACCIDENTS
Having regard to the nature of traffic through the intersection the only benefit of a roundabout will be through a lessening in severity of crashes that may occur at the intersection in the future. While there may be a small reduction in vehicle collisions there is likely to be an increase in cycle accidents. The following table which makes a comparison with the roundabout at Highstead Road, illustrates this.
Table: Comparison of accidents at the intersections of Sawyers Arms Road with Gardiners Road and Highstead Road.
| Gardiners/Sawyers Arms | Highstead/Sawyers Arms | |||||||||
| Accidents | Accidents | |||||||||
| Serious | Minor | Cyclists | Non Injury | Total | Serious | Minor | Cyclists | Non Injury | Total | |
| 1990 | 0 | 1 | 0 | 0 | - | 0 | 1 | 0 | 0 | 1 |
| 1991 | 0 | 0 | 0 | 2 | 2 | 0 | 1 | 2 | 0 | 3 |
| 1992 | 0 | 1 | 0 | 1 | 2 | 0 | 1 | 0 | 2 | 3 |
| 1993 | 0 | 1 | 0 | 0 | 1 | 0 | 0 | 0 | 1 | 1 |
| 1994 | 2 | 0 | 0 | 0 | 3 | 0 | 0 | 1 | 1 | 2 |
| 1995 | 1 | 0 | 0 | 4 | 5 | 0 | 0 | 1 | 0 | 1 |
| 1996 | 0 | 0 | 0 | 0 | - | 0 | 0 | 0 | 1 | 1 |
| Totals | 3 | 3 | 0 | 9 | 15 | 0 | 3 | 4 | 5 | 12 |
DISCUSSION
There are both advantages and disadvantages of constructing a roundabout at the intersection of Sawyers Arms Road and Gardiners Road. A roundabout will reduce traffic delays on Gardiners Road and reduce vehicle speeds on the Sawyers Arms Road approaches to the intersection. A roundabout will increase vehicle noise at the intersection. It may also result is some disincentive of the use of Sawyers Arms Road by drivers of heavy motor vehicles. The severity of accidents will be less but cyclists will be more at risk.
The intersection is of sufficient size for a roundabout of limited capacity to be constructed as it is only possible to provide one approach lane on each leg of the intersection. A problem with the intersection is that the sight distances do not meet the accepted minimum standards and property purchase is required in order to achieve the standard. This will require the cooperation of adjacent property owners. Already discussions are underway with the owners of the subdivision on the north eastern corner of the intersection. If their cooperation (and the owners of properties of the other corners of the junctions) cannot be gained, road designations will need to be imposed through the City Plan process. This would add delays to the project which was expected to proceed this financial year.
The budget for the construction of a roundabout is set at $77,000 including provision for engineering fees etc. The current estimate for the project is $75,000 but this makes no provision for additional property purchase of $20,000 to obtain the required sight lines. On the basis of existing benefits for safety alone the benefit/cost ratio is less than 1.5. If the cost of operating vehicles is included (increased delays) the ratio would be less than one. On this basis the Council will not receive Transfund financial assistance and will need to consider alternative funding options if a roundabout is to be constructed.
CONCLUSION
A roundabout can be constructed at the intersection but, due to property purchase requirements (for achieving adequate sight lines) the work may not be able to proceed this financial year. The plan is attached (blue paper). The Council will not receive any subsidy from Transfund for a roundabout due to the high cost of this project compared with the safety benefits that will be achieved. It is proposed that the Council continue with the purchase of the required property severances for sight visibility and as an interim measure carry out a number of minor improvements at the intersection including:
1. The installation of a traffic island on Gardiners Road (south approach) to the intersection of Sawyers Arms Road.
2. Install kerbs and channels on the two northern corners of the intersection.
3. Remove the trees within the road reserve on the north western corner of the intersection.
The effect of the improvements that have been carried out to date have been positive.
The Fendalton/Waimairi and the Shirley/Papanui Community Boards have both sought urgent action to reduce the hazards faced by motorists using the intersection. The report (attached) conveys the concerns of the Boards and recommendations from the Fendalton/Waimairi Community Board to the City Services Committee following discussion at the Board's meeting on 26 November 1996.
Recommendation: 1. That the Council carry out the listed minor improvements to the existing junction as an interim measure to reduce the hazards faced by motorists using the intersection.
2. That the Council continue with the purchase of property severances on the two northern corners of the intersection of Sawyers Arms Road and Gardiners Road.
3. If the Council cannot achieve the required property severances for the safe operation of a roundabout during the next year, then proceedings be commenced to have the land designated in the City Plan.
4. That the Council support the Fendalton/Waimairi Community Board's recommendation:
"That a "Slow Down Now" (or similar) sign be installed by mid December 1996 on the Gardiners Road northern approach to the intersection and that funding for the sign be met from the Fendalton/Waimairi Community Board 1996/97 discretionary funds, if required".
3. CHRISTCHURCH ENGINEERING LIFELINES RR 4238
| Officer responsible | Authors |
| City Streets Manager | Mark Gordon, City Streets Manager Allan Watson, Water Services Manager Mike Stockwell, Waste Manager Murray Sinclair, Administration Officer, Finance |
| Corporate Plan Output: Various |
The purpose of this report was to inform the Committee on matters following on from the September seminar meeting of Lifelines. In particular, projected mitigation measures and financial implications, emergency response and business continuance planning, and insurance cover were discussed. These related to the infrastructural assets managed by the Water Services, Waste Management, and City Streets Units.
When discussing insurance issues it was noted that earthquake and war damage commission premiums have increased and that in addition the income received by the Commission on investments is being taxed by the Government. The fund available to meet reinstatement costs following natural disasters and emergencies is therefore diminished. It was agreed that this matter be referred to the Strategy and Resources Committee for investigation.
It was noted also that the Wellington City Council had withdrawn from the Local Authority Protection Programme (LAPP). This is a mutual assistance scheme with the contributions of members are held in trust and administered by the Local Government Insurance Corporation. The Committee has sought a report outlining the reasons for the Wellington City Council withdrawal.
The report highlighted the significant volume of work required to better protect the Council's infrastructure against a natural disaster. Essentially programming work is an exercise in risk management - the likelihood of an event occurring can be predicted not when it may occur. Shortening the implementation phase reduces the risk but this must be balance against the financial costs involved.
At the moment the Units involved (Water Services, Waste Management and City Streets) have broadscale outline programmes for the next ten years but generally the full funding requirements have yet to be detailed and included in the budget consideration process. Given the uncertainty surrounding some of these issues it may be appropriate for a lump sum to be earmarked in future years of the programme for mitigation measures for all three Units, to be prioritised closer to the time of implementation. In the meantime projects need to be put forward by the individual Units and justified on their merits. (For example the bridge programme includes a Benefit/Cost assessment based on probabilities, extent of damage and likely detour requirements).
Strategically, any priority setting process needs to reflect the disruption cost to the Community (social, economic and environmental), the risk of damage, and the cost of undertaking work prior to an event. This process could be developed further and reported to the Committee in March/April 1997.
It was resolved:
1. That work continue on further developing the outline programme for mitigation measures.
2. That the development of an Emergency Response and Business Continuance Plan for the Water Services, Waste Management and City Streets Units supported.
3. That a further report setting out a proposed priority setting process for mitigation measures be submitted to the Committee in March or April 1997.
Recommendation: That the Council endorses the continuation of an Engineering Lifelines Group (the form to be determined) and that the Project Manager be asked to report to the Committee early next year on how this can be best achieved.
4. WASTE MANAGEMENT MATTERS - ROUND-UP REPORT RR 4266
The Waste Manager's report addressed the issues and current status of:
All issues were currently being progressed satisfactorily except that related to the Government's leadership on Waste Minimisation Strategy.
Recommendation: 1. That the Council pursue as soon as possible through the joint task group of Councillors and local Members of Parliament the introduction of national waste legislation along the lines of (a) and (b) above (ie a national waste to landfill reduction target together with legislation specifying minimum recycling content in new manufactured products.)
2. That staff report in the New Year on strategies which may increase the volume of green waste to the compost plant.
3. The background papers on relevant legislation adopted by other countries be prepared for submissions to the joint task group with local Members of Parliament.
Note: (This topic is also the subject of a slightly different recommendation in Clause 4 of the Environmental Committee report).
5. REVIEW OF DELEGATED POWERS MANAGEMENT RR 4129
OF TREES ON STREETS AND LEGAL ROAD RESERVES
| Officer responsible | Author |
| Parks Manager | Walter Fielding-Cotterell, Arboriculturist |
| Corporate Plan Output: Street Tree Maintenance and Felling. Park Tree Maintenance and Felling. New Street Planting and Replacements. |
The purpose of this report is to review the delegations to the City Services Committee in respect to the management of street trees.
BACKGROUND
It will be recalled at the October Council meeting the order paper clauses concerning the delegation of power on matters relating to trees were referred back to staff. This was to enable the Council's Arboriculturist to prepare an amended draft policy providing for an appropriate mix of elected member input and officer delegation for new tree planting schemes and the removal and replacement of existing trees.
DISCUSSION
The purpose of the proposed policy is to enable the Parks Manager to implement all normal tree maintenance work as identified in the Annual Plan and the Parks Unit's Asset Management Plan, yet provide for the situation where it is in the public interest for the Standing Committee to make decisions relating to the removal of significant trees.
In the management of trees in streets and road reserves the Council is also required to comply with the following:
PROPOSED DELEGATIONS TO CITY SERVICES COMMITTEE
Removal of Trees on Streets and Legal Road Reserve
Authorise the removal of trees other than those protected by the City Plan and the following which shall be at the discretion of the relevant unit managers.
Recommendation: That the proposed delegations to the City Services Committee be adopted by the Council.
6. BARNES/STURROCKS ROADS RESERVE PURCHASE RR 4011
| Officer responsible | Author |
| Water Services Manager | Ken Couling, Land Drainage Manager |
| Corporate Plan Output: Land Drainage New Assets |
The Council meeting on 27 November 1996 resolved that the report submitted to the Council by the Shirley/Papanui Community Board be referred to the City Services Committee and the Parks & Recreation Committees for further consideration. The Land Drainage Manager has provided the additional information sought.
BACKGROUND
At the Board's October 1996 meeting, purchase of a new reserve including an existing pond (parcel `A' on the attached plan S2681) and land for road widening (parcel `B' on plan S2681) was recommended by staff.
The following benefits of the proposed purchase to the Council were identified:
1. The acquisition of the land would preserve the intrinsic natural values of the lake which could otherwise be filled for industrial development.
2. It would preserve the existing wildlife habitat.
3. A number of large oak trees in the north eastern corner of the property would be retained.
4. It created an opportunity to extend the proposed railway cycleway from Barnes to Sturrocks Roads as well as providing a pedestrian link between the two.
5. It would provide a buffer between the industrial zone and residential properties laying to the east of the railway line.
6. The widening of Barnes Road including a turning circle would be facilitated.
The Board deferred making a decision on the purchase until further information on the origin of the existing pond and significance of the purchase was provided.
ADDITIONAL INFORMATION
Historical cadastral plans and aerial photographs have been searched. The pond was an existing feature as far back as photographic records extend. It is, therefore, almost certainly a natural feature. An existing natural spring in the floor of the pond supports this conclusion. Early photographs suggest that other ponds which have been filled subsequently were originally part of this drainage network.
The chance to purchase a reserve in this location is very opportune. The land is strategically located in respect of cycleway, roading, parks and drainage aspirations:
1. The railway corridor contiguous to the eastern boundary is a major proposed cycleway route. A minor deviation of the cycleway route away from the railway line into the proposed reserve would add value to the cycleway. City Streets Unit have agreed in principle that the purchase should be funded partly from the Cycleways budget in recognition of this benefit.
2. The process for stopping and widening of Barnes Road is facilitated by the proposed purchase.
3. Reserve acquisition is consistent with Parks Unit's acquisition strategy. The reserve would help link Redwood Park to the Styx Mill Reserve area.
4. An important component of the joint Water Services/Parks Units waterways and wetlands asset management plan is to retain and protect our few remaining wetland remnants. They are a reminder that Christchurch is indeed the City "built from the swamp". Experience confirms that the retention and protection of wetland remnants located on private land zoned for industrial use is very difficult. Acquisition is considered the appropriate strategy in these circumstances.
The following has been taken directly from the October 1996 report to the Board:
"The Company (Uniflex Packaging Co Limited) has agreed to sell 1.4162 hectares of its property including the lake together with the land required for the widening of Barnes Road to the Council. Details of the property are as follows:
Address: 63 Sturrocks Road
Owner: Uniflex Packaging Co Limited
Area: 2.9603 hectares
Legal Description: Lot 1 DP 53984 and Part Rural Section 279, Certificate of Title 36B/1022
Zone: Business 4 (Suburban Industrial)
Government Valuation: As at 1 September 1995:
Improvements $310,000
Land Value $180,000
Capital Value $490,000
The above Government Valuation covers the total land area of the site owned by the Company.
PROPERTY DESCRIPTION
As indicated the property is situated between Sturrocks and Barnes Roads as depicted on the attached plan in an isolated pocket of industrial properties within the residential suburb of Redwood. Situated on the south western portion of the site is a large warehouse building occupied by Uniflex Packaging Limited who also occupy the site to the southern boundary of the subject premises. Drive on access is currently gained via Barnes Road through the adjoining leased Uniflex premises onto Sturrocks Road. The balance of the site to be acquired is undeveloped and currently in average pasture. Lying to the north is the lake which covers approximately 0.27 hectares and is fed by springs and an outlet from a drainage pipe which is understood to carry cooling water from the adjacent industrial buildings.
The lake drains to an open drain beside the railway line and provides aesthetic appeal to the site and although it limits its potential it does provide a pleasant outlook to any future development to be designed around the shore. The road boundary has been double fenced by the Company and landscaped with shrubs and trees.
SETTLEMENT
The proposed purchase and settlement details are outlined in the Public Excluded section of this report."
The Land Drainage Manager reports further:
"The Water Services Unit's output New Assets - Land Drainage in the 1996/97 Corporate Plan (Volume III p 9.3.43) includes $521,000 for land purchase under line items "Waterways Esplanade Purchases" and "Rivers and Tributaries". In $376,000 of this sum is still available, part of which can be used for the proposed Barnes/Sturrocks Road reserve purchase.
It is anticipated that the land comprising the reserve would be maintained in its existing condition (ie in meadow length grass) at a mowing cost of approximately $1,400/year.
Reserve development would comprise construction of a sealed pathway from the cycleways 1997/98 budget at an estimated cost of $15,000 and some shrub planting from Water Services 1997/98 budget at an estimated cost of $1,500."
Recommendation: That the Council purchase the property on the settlement terms outlined in the Public Excluded section of this report.
Note: The Parks and Recreation Committee has made this recommendation also.
PART B - ITEMS DEALT WITH BY THE COMMITTEE AND
REPORTED FOR INFORMATION ONLY
7. SUSTAINABLE MANAGEMENT FUNDING FOR AVOCA RR 4278
valley stream waterway enhancement
The Water Services Unit was successful in its application to the Ministry for the Environment for sustainable management funding support for the Avoca Valley Stream Waterway Enhancement Project in the October 1996 round of bids. Government funding of $101,600 (and including GST) over the 1996/97 and 1997/98 financial years will be available to subsidise this project as a prototype community model for waterway restoration. A further grant of $40,000 over two years was made from the Sustainable Management Fund for development of waterway and wetland conservation covenance for local authorities.
Additional recognition of the sustainable management philosophy for waterways by the Water Services Unit was given in the form of a Canterbury Resource Management Award in the professional/institutional category by the Canterbury Regional Council. At the same award ceremony the Unit was a joint winner of the Landcare Research Award with the Parks Unit and their Coast Care programme.
It was resolved:
1. That staff of the Water Services Unit be congratulated on achieving the Awards.
2. That the Committee be kept informed of milestone points of the Avoca Valley Stream Waterway Enhancement and the Shirley Stream Enhancement programmes.
8. WATER LOSS REDUCTION RR 4128
The Committee was informed of progress to date on activity relating to water loss reduction from the Council's water supply reticulation. It will be recalled that some two years ago concern was expressed that the Council was expending considerable effort encouraging private property owners to consider modifying their water consumption patterns in order to reduce consumption (and delay the
time when an alternative water source will need to be developed). The issue was raised at that time that the Council did not appear to be doing much to reduce water losses from publicly owned reticulation. As a result of this concern $50,000 was allocated to this work in the 1995/96 financial year and a further $100,000 for the present period. The methods of measuring losses were outlined to the Committee.
It is estimated that in Christchurch, a moderately proactive leak repair programme, costing approximately $100,000 per annum to run is likely to reduce losses by around 500,000 cubic metres per annum by year five and thus after five years, reduce direct operating costs by $20,000 per annum.
Further information is to be presented at the preparation of the 1997/98 draft Budget with an estimate of the capital savings to be made.
It was resolved that the $100,000 necessary to carry out a moderately proactive leak reduction programme be confirmed as an ongoing cost and that additional funding be sought through the Annual Plan process to achieve a reduction in unaccounted for water from 20% to 15% within a five year period.
9. CO-ORDINATING COMMITTEE FOR TRAFFIC SAFETY RR 4282
The Committee received reports on the Road Safety Awareness Campaign run by the Council.
REPORT ON CHILD RESTRAINT CAMPAIGN
The report on the `That's the Trick...Make it Click!!!' Child restraint campaign, by Lee Kelly is now available.
The campaign run by the Christchurch City Council and other road safety organisations under the umbrella of the Traffic Safety Co-ordinating Committee built on a Dunedin pilot programme and used attendants from Caltex Service Stations to approach customers and give positive feedback, gifts and leaflets promoting the use of child restraints.
The evaluation shows that Caltex staff were happy to be involved and would like to take part in another campaign next year. Mystery Shoppers assessed the attendants, commenting on how knowledgable they were regarding the campaign. Prizes were given for the best Service Station and for the best attendant.
It was resolved:
1. That staff be requested to investigate the extension of the Child Restraint Campaign to all service stations.
CAMPAIGN TO ENCOURAGE LEFT TURNING DRIVERS TO CONSIDER CYCLISTS.
A promotional campaign began on Wednesday 28 November encouraging left turning motorists to signal and check for cyclists.
SHOW DISPLAY
A display promoting child restraints and rear seat belts was set up at the Christchurch A&P Show. The display featured the seat belt sled from the Automobile Association and the cut-away car demonstrating the installation of seatbelts and restraints from Michael Fiddymont.
SAFEGRIP - TECHNIC INDUSTRIES
Information has been received about Safegrip, a surfacing system from Technic Industries. It may be used on approaches to pedestrian crossings to prevent skidding especially in the wet. An experimental section of Safegrip has been installed on the southern approach to the Colombo Street overbridge.
It was resolved:
1. That a further report be submitted to the Committee following the completion of the trial together with a list of areas in the city where the surfacing system may be used.
20MPH ZONES
Information has been received from Britain that a study by the Transport Research Laboratory has shown that the establishment of 20mph zones resulted in a 60% average crash reduction.
The Committee has requested that officers report back on the possibility of establishing 40kph trial areas in neighbourhoods where no spending will be required on engineering.
10. PROPOSED PROJECT PRIORITISATION PROCEDURE RR 4276
A new method of prioritising safety works, strategic road improvements, cycleways, passenger transport improvements and network improvements was submitted to the Committee. The Committee has previously stated dissatisfaction with the economic analysis (b/c) as the sole means of determining funding priorities. The new procedure recommended is an adapted three stage procedure that attempts to capture the strength of the economic analysis technique while determining the transport need that will be met by completing the project. The three stages involve:
1. Completing normal B/C Economic Analysis (if appropriate) and carrying out Environmental Impact Assessment as the first attempt to establish a project's performance rating.
2. Testing the project against Transport Strategic Goals (Visions) and determining the policy compliance multiplier (M).
3. Applying a further weighting dependent on the type of project to establish the project category weight (W).
A further paper recommending amendments to weightings and the vision statements was tabled at the meeting. These amendments met the criticisms of the Chairman of the proposal submitted in the agenda report. The revised project priority schedule - 1997/98 projects using the new project index is attached.
It was resolved:
1. That the Committee give approval of the draft process as amended by the Chairman's comments.
2. That the item Hills Road and those above it be submitted to Transfund as the Council's 1997/98 District Roading Programme.
11. OLD LANDFILLS RR 4268
A report to the Committee provided a summary of work that has been undertaken or is planned on old landfill aftercare. In 1993 work was commenced on monitoring a number of old landfill sites throughout the city. At that time over 100 sites had been identified where it was possible that filling may have taken place. For each site a programme of groundwater and surface water monitoring was established and in the case of Bexley, a study of potential landfill gas problems carried out.
Effects from landfill sites have so far been minimal. However monitoring of sites where a risk occurs will be continued for some period to come. This report was referred to the Environmental Committee.
It was resolved that reports on other landfill sites be submitted to this Committee as soon as practicable.
12. SEWER FLOW GAUGING CONTRACT 96/97-130 RR 4265
The Committee resolved to accept MW Fleming Pty Ltd's tender of $421,665.00 being the tender with the highest weighted attribute score.
13. CANADA GOOSE CULL 1996/97 RR 4285
In February 1996 the North Canterbury Fish & Game Council's proposal to cull Canada Geese from the Bromley Farm/Oxidation Pond area was approved by the Council. The approval granted was subject to a number of conditions.
The North Canterbury Fish & Game Council have now written seeking confirmation that they have fulfilled the conditions set down by the Council so that the North Canterbury Fish & Game Council can proceed with seeking Department of Conservation permission.
The Committee is satisfied that the requirements and conditions laid down for a moulting cull to proceed in the 1996/97 moult season have been fulfilled.
It was resolved:
1. That the North Canterbury Fish & Game Council be advised that they have fulfilled the requirements as agreed by the Council on 28 February 1996.
2. That the North Canterbury Fish & Game Council be requested to note in its proposed Press release that the cull on Bromley site is only part of the total cull under the management programme.
14. TRANSFUND BOARD VISIT TO CANTERBURY RR 4300
The Committee was advised of the forthcoming visit of the Transfund Board members to Canterbury from 18-20 March 1997.
It was resolved that the Land Transport Funding Sub-Committee meet early in February 1997 to consider issues which may be discussed with the Transfund Board.
15. ITEMS RECEIVED
The Committee received the following reports:
15.1 STRATEGY FOR CHILDREN - SAFE ROUTES TO SCHOOLS
15.2 VELO-AUSTRALIS INTERNATIONAL BICYCLE CONFERENCE - CHAIRMAN'S REPORT ON ATTENDANCE
15.3 CAPITAL PROGRAMMES
To be reviewed in February 1997 in conjunction with operating budgets.
16. COMPLIMENTS OF THE SEASON
The Chairman closed the meeting wishing all members and staff the compliments of the season and thanking them for their support during the past year.
17. RESOLUTION TO EXCLUDE THE PUBLIC
The Committee resolved that the draft resolution to exclude the public set out on page 50 of the agenda be adopted.
CONSIDERED THIS 18TH DAY OF DECEMBER 1996
MAYOR