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CITY SERVICES COMMITTEE
11 AND 19 JUNE 1996
A meeting of the City Services Committee
was held on Tuesday 11 June 1996 at 4.00 pm
and adjourned at 6.20 pm to reconvene at
12 noon on Wednesday 19 June 1996.
PRESENT: Councillor Denis O'Rourke (Chairman),
The Mayor, Ms Vicki Buck,
Councillors Carole Anderton, David Buist,
David Close, Graham Condon,
Gordon Freeman, Ian Howell, Garry Moore
and Ron Wright.
IN ATTENDANCE: Councillor Carole Evans.
APOLOGIES: The Mayor, Ms Vicki Buck (19 June),
Councillors Garry Moore (19 June)
and Ron Wright (19 June). The Mayor arrived at 4.20 pm and left at 5.00 pm on 11 June and was present for clauses 6 and 10. Councillor David Close left at 1.25 pm on 19 June and was present for clauses 1, 2, 6, 9, 10 and 17.5. Councillor Gordon Freeman was absent on 19 June and was present for clauses 1, 2, 6, 9 and 10. Councillor Ian Howell left at 5.35 pm on 11 June and was present for all clauses except 1 and 2. Councillor Garry Moore and Ron Wright were present on 11 June for clauses 1, 2, 6, 9 and 10. Councillor Carole Evans arrived at 12.40 pm and left at 1.30 pm on 19 June and was present for clauses 3 and 17.5.
The Committee reports that: PART A - MATTERS REQUIRING A COUNCIL DECISION
1. GLASS WASTE INDUSTRY/SUMMARY REPORT RR 2904
Officer responsible Author
Waste Manager Waste Manager, Mike
Stockwell
Corporate Plan Output: Waste Management Corporate Plan, Research
- Local Use of Recyclables
The purpose of this report is to update a previous report to the
February 1996 City Services Committee on the glass waste/reuse industry and
provide information on the initiatives the Waste Management Unit is undertaking
to foster recycling/reuse of glass waste in Christchurch.1. Cont'd
This is a summary report. To get the full background it is necessary to read the Stage 1 Sustainable Cities Trust (SCT) report which has been pre-circulated in May. BACKGROUND
The report to February 1996 City Services Committee outlined how the Auckland glass manufacturing company ACI NZ has drastically reduced its subsidy to South Island waste glass collectors to ship cullet glass to ACI's Auckland factory (refer attachment green paper). This has placed the entire South Island (and lower North Island) glass collection industry in danger of imminent collapse. There is a need to prevent this happening for the following reasons. a. Recycling/reuse of glass is environmentally desirable.
b. This is recognised by the community (and especially the young) who place a high value on recycling (and especially glass)
c. Collapse of the glass recycling/reuse industry would generate more glass in the rubbish bags. This is highly undesirable as it would lead to more injuries to our refuse bag collectors, transfer station and landfill operators which is a serious Health and Safety matter.
d. Collapse of the glass recycling/reuse industry will tend to create cynicism in the community, reinforce negative attitudes and make it very difficult to start up again at a later date. For these reasons a two stage glass waste study has been implemented. Stage 1 was to identify options for further investigation for the sustainable management of glass waste in the South Island. This would assess the current situation, identify options, and recommend a local glass strategy. Stage 2 would continue the process and identify procedures for setting up a glass waste recycling/reuse industry in Christchurch. STAGE 1 / MAY 1996 SEMINAR
Stage 1 of the glass waste study has now been completed by consultants Sustainable Cities Trust. The findings were presented to the Council at a joint seminar of the City Services / Environmental Committees on 16 May 1996. They were summarised as follows: a. A policy of No glass To The Landfill (there is no reason to dump cullet).
b. Close monitoring of current arrangements (especially NZE's collection).
c. The development of an Interim Collection Strategy (maximise reuse).
d. Stockpiling cullet (build "Glass Mountains").
e. Develop Reuse options with local industry (proactive R&D).
f. Develop Recycling options for local economic development (proactive R&D).
g. Evaluate potential for local authority investment in glass processing ("Envy" style).
h. Communicate findings broadly with commercial and government sectors.
1. Cont'd
DISCUSSION Currently about 3,000 tonnes of glass is collected annually in Christchurch (excluding glass going to the landfill in refuse bags). The two main waste glass activities are cullet (crushed glass) collection and recycling and reuse of bottles. a. The Christchurch cullet industry is principally supported by the ACI manufacturing industry. This support has been withdrawn and is unlikely to be reinstated. New users and markets need to be found as soon as possible or collection will collapse. Note that NZ Express is the main company in this industry who have provided the majority of the bottle banks throughout the city. They are supported by the Council resource recovery centres, community groups and businesses. b. The bottle reuse industry in Christchurch is supported by various local wineries, spirit companies and breweries. The main Christchurch company in this industry is Southern Bottle Exchange supported by the Christchurch City Council recycling centres commercial and residential collections etc. c. There is also a fibreglass insulation industry run by Carter Holt Harvey. This is reasonably self sufficient and gets its plate glass feedstock from commercial collectors. This operation will not be affected by the ACI decision. Sustainable Cities diagram (refer attachment blue paper) helps clarify the above information in more detail. It is very important to note (and the SCT Stage 1 report says this) that solutions to the cullet waste glass industry problems are only likely to be sustainable long term if they are locally based. Cullet glass is too heavy to be able to be economically transported far outside Christchurch on a sustainable basis. Therefore local industries for cullet consumption need to be found. Long term this will provide jobs and beneficial economic input to Christchurch. Similarly a bottle reuse industry needs to be Christchurch based. However, here there will be also economically sustainable opportunities to export reused bottles to industries outside Christchurch. It is also very important to note that the Council has programmed and budgetted to start kerbside recycling in the 1997/98 financial year. This will be implemented as part of the new refuse collection contracts which will be tendered around February/March 1997 and start in August/September 1997. Kerbside recycling collection will generate a large volume of extra bottles which will stimulate the bottle reuse industry.
1. Cont'd
THE WAY FORWARD
As outlined above there is an urgent need to prevent the collapse of the glass cullet collection and disposal industry. To be handled safety as an end product prior to reuse cullet needs to be crushed into safe particles. End uses will need to be low tech meantime to dispose of large volumes whilst higher tech solutions are sought. Low tech high volume disposal options will require subsidy funding. This must be recognised as a community subsidy to support recycling. Higher tech lower volume uses (eg glass plates, tile manufacture) are likely to generate sustainable profits which may eventually reduce the level of community subsidy. There is also a need to foster the glass (mainly bottle) reuse industry because this has the greatest economic potential (refer SCT report). Note the cullet and reuse industries need to be developed as parallel. Study of the SCT Stage 1 report shows that the glass reuse industry is complex and fragile. The Council cannot solve all of its problems but it can help facilitate solutions. The following action plan for the Council to assist the waste glass industry was endorsed by the May seminar of the City Services/Environmental Committees. PROPOSED ACTION PLAN a. Investigate options for acquiring a glass crusher (either lease, purchase, joint ownership by Council/industry owned). b. Crush and stockpile glass at a Transfer Station site. Here it will be visible to the public and industry and stimulate ideas for use. c. Depending on funds available reduce the stockpile initially by low tech uses (eg gas control trenches at Burwood Landfill, asphalt aggregate) then later by industry generated high tech uses (eg sand blasting, water filtration, consumer products). d. Foster and help develop the glass reuse industry (especially bottle reuse) including developing an interim and longer term strategy. e. Engage SCT to assist with facilitating (a), (b) and (c) as part of the Stage 2 glass study. f. Implement an options study on the ownership of kerbside recyclables. This information is required for the specification for the new refuse collection/kerbside recycling contracts in 1997. Note: At the time or writing this report the Waste Manager was negotiating with SCT to implement the Stage 2 glass reuse study. The Stage 2 study is likely to provide valuable information concerning other materials which will be recovered by the upcoming kerbside recycling scheme.
1. Cont'd
SUMMARY Withdrawal of ACI Auckland glass manufacturing company has put of the glass cullet industry in Christchurch in imminent danger of collapse. For ecological, Health and Safety and other reasons discussed in this report, this is a highly undesirable situation. While the Christchurch City Council cannot solve the waste glass collection problem on its own it can help facilitate solutions. An excellent Stage 1 report by Sustainable Cities Trust consultants has recommended ways forward. A proposed action plan in this report outlines how the Council can help - refer Section 5. Note: The SCT Stage 1 report has been very favourable endorsed by the Ministry for the Environment which has contributed to its cost. At the time of writing this report the Waste Manager was negotiating with SCT to implement the Stage 2 waste glass report. Recommendation: 1. That the recommendations of the Sustainable Cities Trust listed (a) to (h) and more particularly described in the Stage 1 report be adopted as Council policy. 2. That the Action Plan (a) to (f) be adopted with (b) amended to: "Stockpile glass at a site where it will be visible to the public and industry and stimulate ideas for use." (This clause was referred also to the Environmental Committee).
2. WAIMAKARIRI DISTRICT COUNCIL SOLID WASTE RR 2905
Officer responsible Author
Waste Manager Mike Stockwell, Waste
Manager
Corporate Plan Output: Waste Management Unit, Burwood Landfill
The purpose of this report is to report progress of the Canterbury
Regional Waste Working Party and to gain Christchurch City Council approval for
Waimakariri to dispose of their domestic waste at Burwood Landfill.
BACKGROUND
In March the Council approved the formation of a Canterbury District Regional
Waste Working Party whose objective is to develop and implement a solid and
hazardous waste management strategy for the Canterbury Region on a co-operative
basis. There are eleven members of the Working Party including
Christchurch City Council and the Canterbury Regional Council. The Working
Party has already met twice this year and is due to meet again in July. Its
objectives and goals are shown on the attached Draft Terms of Reference (refer
attachment buff paper). Current background ongoing work of the Working Party
includes the following matters:2. Cont'd
* estimating all Districts refuse quantities
* working party budget
* brief for consultants on possible co-operative landfill ventures
* legal opinion on possible alternative structures for the Working Party
* Waimakariri domestic waste to Burwood Landfill The last bullet point is discussed below. WAIMAKARIRI
The Waste Manager's March report flagged the fact that Waimakariri District Council is having considerable difficulties with their solid waste strategy (refer attachment pink paper). The situation is complicated and involves ongoing problems gaining Resource Consents. In a nutshell Waimakariri have around 18 months life left in their present landfills at Rangiora and Kaiapoi. This life can be at least doubled if Waimakariri were to limit waste going in to their landfills to building materials and the like whilst transporting their domestic waste to the Christchurch City Council's Burwood Landfill. Waimakariri's domestic waste quantity is around 3,800 tonnes per year which equates to only 1.5% of Burwood's correct annual tonnage (250,000 tonnes per year). DISCUSSION The Canterbury Regional Waste Working Party approach to waste management is based on a cooperative concept. When the City's Burwood Landfill is full the city is very likely to be looking for a new Regional landfill site outside the Christchurch boundary. Hence on a cooperative basis it makes very good sense to help our neighbours now on the basis that we will seek their help later. Also there is a precedent in that the City has already agreed to accept Banks Peninsula refuse under a previous arrangement (up until 30 June 1999). The Waste Management Unit propose that Waimakariri domestic refuse would be discharged direct at Burwood Landfill at a charge of $20.00/tonne (exclusive of GST). This figure adequately covers all costs including overheads etc and compares with $40/tonne for disposal of commercial waste at a transfer station where handling and transport costs have to be covered also. The Waste Manager has discussed this tariff with Waimakariri's Services Manager, Mr Gareth James who states that it will be acceptable. SUMMARY The Canterbury Regional Waste Working Party has been set up to work out a co- operative solution to Regional Waste disposal. This will be ongoing for many years into the future. One of the Regional members, Waimakariri is in difficulties with the Resource Consent approvals for their new transfer station and landfill. They have requested that the City accepts their waste at
2. Cont'd
Burwood Landfill. This will give them more time to obtain Resource Consents for their own new transfer station and landfill. Their domestic waste amounts to only 1.5% of our total annual tonnage. There is precedent in that the City already helps out Banks Peninsula in a similar way. In the interests of current and future co-operation and goodwill it is recommended that the Council agree to Waimakariri's request. Such agreement would be in tune with the Draft Terms of Reference of the newly established Canterbury Regional Waste Working Party of which both the City and Waimakariri Council's are members. The proposed charge for disposal direct to the landfill is $20/tonne excluding GST. This will adequately cover all costs. Recommendation: 1. That in the interests of current and future mutual co-operation and goodwill the Council agree to the Waimakariri District Council's request to dispose of domestic refuse at Burwood Landfill until 30 June 1999. 2. That the charge for disposal direct to Burwood Landfill be $20/tonne excluding GST. (Councillor Gordon Freeman requested that his vote against the recommendation be recorded.) (This clause was referred also to the Environmental Committee).
3. FUTURE LANDFILL DEVELOPMENT OPTIONS SEMINAR RR 3035
Officer responsible Author
Waste Manager Dave Harris, Solid Waste
Manager
Corporate Plan Output: Solid Waste
The purpose of this report is to advise the Committee of a proposed
tour of Auckland waste management facilities by Councillors.
At a seminar of future landfill development options on 18 April 1996 it was
suggested that a number of Councillors should visit waste management facilities
in Auckland.
Arrangements have therefore been made for a visit to a number of landfills,
transfer stations and recycling facilities in Auckland on 6 and 7 August. The
tentative programme is to visit the following sites:
* Redvale Landfill - Waste Management NZ Ltd* Greenmount Landfill - Envirowaste Ltd
* Whitford Landfill - Waste Care NZ/Manukau City
* Pikes Point Transfer Station - ARC/Waste Management NZ Ltd
* Constellion Drive Transfer Station and Materials Recovery Facility -
North Shore Council
3. Cont'd
Recommendation: That Councillors Carole Anderton, David Buist, David Close, Carole Evans, Denis O'Rourke and Ron Wright together with the Waste Manager and Solid Waste Manager meet in Auckland with operators of waste management facilities.
4. ESTABLISHMENT OF TRANSFUND - LAND TRANSPORT FUNDING RR 3013
Officer responsible Author
City Streets Manager Mark Gordon, City Streets
Manager
Corporate Plan Output: Various
The purpose of this report is to advise the Council of the pending formation of the new Transfund organisation and aspects of significance to the funding of strategic infrastructure in Christchurch. BACKGROUND One of the changes proposed in the Transit New Zealand Amendment Act 1995 was the formation of a new body to be named Transfund. Transfund is to be formally established on 1 July 1996 and will take over the funding responsibilities currently undertaken by Transit New Zealand. Transit New Zealand will from 1 July 1996 need to apply for funding for the State Highway network to Transfund. Transfund will have the ability to fund justified alternatives to roading projects. MEMBERSHIP The Transfund Establishment Board has been appointed by the Minister of Transport, the members being: - Michael Gross (Chairman)
- Bruce Plested (Representing heavy transport users)
- Bob Browne (ex TNZ Authority)
- David Dew (ex TNZ Authority)
- Dr Helen Anderson (Representing general public interest) LAND TRANSPORT FUNDING Budget night announcements included the provision of an additional $138 m spread over three years. This was also provided for in the legislation above. Monies in the Land Transport Fund may from 1 July 1996 be programmed at the discretion of Transfund. This provides a level of "dedication" of the Fund in that the
4. Cont'd
Government cannot restrict (as it has in recent years) the rate of expenditure of monies in the Fund. Most of the petrol tax collected from motorists is still directed into the Consolidated Account, ie 20.8 c/litre with an additional 2 c/litre going to the Accident Compensation Corporation. Currently 9.4 c/litre is credited to the Land Transport Fund. In recent years this amount has varied between approximately 8.1 c/litre and 10.9 c/litre. Projected B/C cutoff ratios are 4.5 for 1996/97 and 4.1 for 1997/98 programmes. These ratios are still at a level which makes it difficult to obtain funding for major strategic projects such as the Woolston/Burwood Expressway. There are pressures from Bexley Road residents who live on the Woolston/Burwood route south of Wainoni Road. These residents have been experiencing continuing traffic growth, particularly of heavy vehicles. The B/C ratio of the next stage of the development of this route, which involves a bypass of Bexley Road, is expected to be very much lower than the current stage. Members will also be aware of the discussions with TNZ and Hillsborough residents in relation to future development of the Opawa Road route to the Port, and the constraints imposed by funding levels on the type of road that can be provided. These and other major issues will be of increasing significance to the Council during the next few years. MEETING WITH NEW TRANSFUND BOARD The Committee may wish to consider arranging an early introductory meeting with members of the new Board. While no doubt arrangements will in time be made for the Board to meet with territorial authorities and TNZ offices throughout the country, the Committee may consider it opportune to acquaint Board members of the key issues facing Christchurch at an early time in the life of the new Board. Recommendation: 1. That the Opawa Road Sub-Committee (Councillors Denis O'Rourke, David Close, Gordon Freeman, Ian Howell and Ron Wright) consider these issues and seek a meeting with the Transfund Establishment Board. 2. That the Sub-Committee be renamed Land Transport Funding Sub-Committee. 5. TRAFFIC SIGNALS ON STATE HIGHWAYS RR 2956 DELEGATION AGREEMENT
Officer responsible Author
City Streets Manager Bill Sissons, Signals
Engineer
Corporate Plan Output: Page 9.6.10 - 9.6.11
The purpose of this report is to seek confirmation of informal agreements for the professional services provided with respect to traffic signal operations on State Highways. For many years the Christchurch City Council has looked after the operation of traffic signals on State Highways for Transit New Zealand. Informal agreements have existed whereby the Council provides professional services with respect to the following traffic signal activities on State Highways. * Arranging and supervising maintenance contracts.
* Operating the signal co-ordination system.
* Arranging and supervising minor modifications and upgrading work.
* Providing advice to members of the public.
* Providing technical advice to TNZ. In turn, TNZ have paid an agreed sum for these services. As a result of changes to the TNZ Act and Transit's competitive pricing procedures, it is now no longer possible to have an informal agreement. If the Council is to continue looking after all the signal installations in Christchurch, then a delegation agreement must be entered into between the Council and Transit. A delegation agreement has been negotiated and drawn up (tabled). The extent of the delegation and the payments are virtually the same as the current informal agreement, ie: Signal Maintenance
Physical Works $287,000
Professional Fees $28,700 Signal Co-ordination
Physical Works $54,000
Professional Fees $35,500 It certainly makes sense for the Council to continue to look after all the traffic signals in the City. Much of the traffic signal network is linked together and it is not practical to split off some parts. Also, now that all the traffic signals in Christchurch are connected to the SCATS computers, management of the network is more efficient if done centrally. Staff in the Signals Section of the City Streets Unit are also more experienced than anyone else in the country at carrying out this work.
5. Cont'd
Recommendation: That the Christchurch City Council accept delegation of traffic signal work in Christchurch City on State Highways as set out in the Delegation Agreement June 1996.
6. FERRY ROAD/PALINURUS ROAD/RUTHERFORD STREET RR 2877 INTERSECTION
Officer responsible Author
City Streets Manager Dave Armstrong, Signals Design
Engineer
Corporate Plan Output: Safety Works (Roading Unit) p 9.5.85
The purpose of this report is to update the Council on the progress of the proposed installation of traffic signals at the Ferry/Palinurus/Rutherford intersection. BACKGROUND
A proposal to install traffic signals (see attachment white paper) at the above intersection was first recommended to the Hagley/Ferrymead Board in November 1994. This proposal dealt with the high number of accidents occurring at the intersection as well as an increasing delay to Ferry Road traffic during the evening peak. A publicity leaflet was circulated in December 1994 to residents, local schools and businesses. Public submissions and a petition were received stating opposition to the traffic signals. At the Operations Committee meeting on 7 February 1995, it was reported that design work for the installation of traffic signals had been delayed due to this opposition. Public concerns regarding the proposal to install traffic signals can be summarised as follows: * Traffic signals may create longer queues therefore making it more difficult for residents to access their properties. * There will be a reduction in on street parking with the introduction of more non-parking areas on the approaches to the signals * There is only a problem with delays during the peak hours with the roundabout performing adequately during the non peak times. The installation of signals are therefore not likely to be cost effective. * Reported accidents have decreased since the fatal accident in April 1993 with the shifting of poles back to the property boundaries, the installation of additional Give Way signs and the increase in street-lighting illumination. Traffic signals will not reduce the accidents.
6. Cont'd
Further reports to the May and June 1995 Operations Committee with a submission from Mr R Lingard resulted in a Sub-Committee being formed to resolve the residents concerns and to assess an option of providing a larger roundabout. The Sub-Committee met with Mr Lingard and members of the Traffic Unit on 5 July 1995. From that meeting it was recommended to the Operations Committee that traffic flows at the intersection be monitored over the next six to eight months and that a reassessment of the need for a larger roundabout or traffic signals be made at that time. Further studies have been undertaken on the existing intersection including the reassessment of vehicle delay and accidents. TRAFFIC NETWORK
This intersection is presently controlled by a small diameter roundabout with a raised portion to allow heavy vehicles to manoeuvre.
Ferry Road is classified as a minor arterial and currently carries approximately 16,000 vehicles per day. It is a link road from the central city area to the urban and industrial areas to the east of the city. Palinurus Road/Rutherford Street is also classified as a minor arterial which carries about 12,200 (an increase of 1,700 vehicles from the previous year) vehicles per day. These roads are part of the Ring Road route around the northern and eastern sides of the city. ACCIDENTS
(a) Existing Roundabout
The attachment shows the incidence of accidents at the intersection since the roundabout was installed in October 1989. It also shows when various changes were made to the intersection to reduce the accidents. In the 6 year period since the roundabout was installed there have been 17 reported injury accidents and 32 reported non-injury accidents. This equates to an injury accident rate of 2.8 accidents per year. The predominant collision type is the 'lost control' in which there have been two fatals, one serious, four minor and 12 non-injury. Most of these 'lost control' accidents resulted in the vehicle colliding with poles situated close to the kerb. After the first fatal accident in September 1990 the poles near the intersection were moved back to the boundaries. After the fatal accident in April 1993 all poles a certain distance back from the intersection were shifted. Since then there have been only four non injury 'lost control' accidents involving poles. It appears that the severity of these accidents has diminished.
6. Cont'd
The other major collision type is the 'right angle' where there has been one serious, five minor (four of these involved cyclists) and 14 non-injury in the last six years.
The various alterations that have been made to the intersection are expected to reduce the injury accident rate to about 1.5 accidents per year. The national rate for a roundabout with the existing volume of vehicles is 1.0 accidents per year. (b) Proposed Traffic Signals
The accident rate with traffic signals at this intersection is predicted to be 1.4 accidents per year (a 7% saving over the existing layout). This rate is based on the average for all signalised intersections in Christchurch. The installation of signals would decrease the number of 'lost control' accidents as well as making it safer for cyclists and pedestrians. (c) Proposed Large Diameter Roundabout
With the installation of a larger roundabout the new accident rate is predicted to be between the 1.0 national rate and the 1.4 signal rate. It would still be difficult for cyclists and pedestrians to use the larger roundabout. DELAYS AND QUEUE LENGTHS
Average delays in seconds per vehicle for the existing roundabout and for the two options are shown in Table 1. The delays on the critical approaches for the existing roundabout were measured on site and are shown in bold. Queue lengths in metres are also shown bracketed in Table 1. Table 1 - Delays and Queue Lengths
Peak Time Approach Delays (seconds/vehicle)
Ferry -west Palinurus Ferry -east Rutherford
Existing
Roundabout
am 7:30-8:30 14.3 31.4 (400 m)
off 2:00-3:00 14.8 13.9 6.9 13
pm 4:30-5:00 82 (180 m)
5:00-5:30 174 (300 m)
Traffic
Signals
am 16 23.7 19.7 (105 m) 50.7
off 12.9 18.4 10.1 24.7
pm 70.7 (175 m) 9.4 26.5 17 (90 m)
6.
Cont'd
Peak Time Approach Delays (seconds/vehicle)
Ferry -west Palinurus Ferry -east Rutherford
Large
Roundabout
am 11.2 12.9 22 (100 m) 15.7
off 12.4 14.5 12.1 13.4
pm 49.9 (135 m) 14.7 9.3 13
(a) Existing Roundabout
As shown in Table 1 vehicle delays are reasonable during off-peak times. Delays during the morning peak on the Ferry Road east approach are averaging over 30 seconds per vehicle. Evening peak delays on Ferry Road west approach are unreasonably high averaging 174 seconds (3 minutes) per vehicle. During the same peak period delays on Rutherford Street were also high at 82 seconds per vehicle. The Rutherford Street delays have increased significantly from the 32.2 seconds per vehicle measured in 1995. Long queue lengths on the critical approaches during the evening peak make access to residential properties difficult. During off-peak times queue lengths are short while during morning peak only the Ferry Road into town approach has a long queue length. An increase in the queue length on Rutherford Street during the evening peak was also observed. (b) Proposed Traffic Signals
Expected delays and queue lengths from computer modelling are shown in Table 1. With traffic signals, delays to vehicles on the critical approaches of Ferry Road would decrease compared to the existing delays. This decrease will be significant during the evening peak period. On the Rutherford Street and Palinurus Road approaches delays will be slightly higher during morning and off peaks but during evening peak the delays on Rutherford Street would decrease. Overall there would be a saving in delays with traffic signals. Queue lengths will also be less with this option compared with existing. This will help with access to residents properties. (c) Proposed Large Diameter Roundabout
Expected delays and queue lengths from computer modelling are shown in Table 1.
6. Cont'd
With the installation of a larger roundabout there would be a decrease in delays and queue lengths in almost all approaches and peak periods compared with the existing layout. Compared to the traffic signals the delays are less on most approaches while queue lengths are similar. B/C ANALYSIS
Comparing the two options with the existing roundabout, the calculated Benefit/Cost ratios are: Traffic Signals B/C = 16 (Cost = $130,000)
Large Roundabout B/C = 15 (Cost = $205,000) The Large Roundabout option requires land on all corners of the intersection to be purchased. This land is not currently designated. Under Transit New Zealand funding criteria both options qualify for subsidy. CONCLUSION
Further studies have been carried out at the Ferry Road/Palinurus Road/Rutherford Street intersection in response to the Sub-Committee's recommendation that the intersection be monitored for a period of six to eight months. A reassessment of the traffic signal and the larger roundabout options has also been undertaken. The study confirmed the initial assessment that the existing roundabout has a high incidence of accidents especially 'lost control' accidents. Changes have been made to the roundabout since it was installed to decrease the number of accidents. These changes seem to have diminished the severity of the accidents. Existing delays during the evening peak period are excessive for the major flows on Ferry Road and Rutherford Street. Delays will continue to increase in the future with increasing traffic growth to and from the east of the city and along the Ring Route. The installation of traffic signals could reduce the incidence of accidents and reduce the delays on the critical approaches during the peak periods. Traffic signals are also safer to use for cyclists and pedestrians. The installation of a larger roundabout would see a decrease in delays during all peak periods. Accident numbers could decrease as much as or slightly more than the traffic signal option. This option also requires some land purchase and therefore makes it the greatest cost option. Cyclist and pedestrian safety is not as good as the signal option. The traffic signal option has a higher Benefit/Cost ratio (16) than the larger roundabout option (15).
6. Cont'd
The Committee heard submissions from Messrs Robert Lingard and Robin Thompson. Both residents who live near the intersection spoke against the officer's recommendation to install traffic signals at the intersection claiming that it would be a stop gap measure and that traffic delays would soon return to existing levels. They referred to the small difference in the cost benefit ratio between the two proposals and held that there were not sufficient grounds to remove the existing roundabout which "worked well for a vast majority of time". They believed that action taken to rectify earlier design faults had reduced the number of accidents at the intersection. The effect on the intersection of further residential development near Dyers Road was raised. A letter supporting opposition to traffic signals from Mrs D Smith of 5 Rutherford Street was tabled by the deputation. Recommendation: That the option of a larger roundabout at the intersection be adopted.
7. FERRY ROAD/HARGOOD STREET/RADLEY STREET RR 3008 INTERSECTION
Officer responsible Author
City Streets Manager Brian Neill, Traffic Operations
Engineer
Corporate Plan Output: Safety Improvements
The purpose of this report is to follow up on the Committee's concerns about the delays in progressing the Ferry Road/Hargood Street/Radley Street intersection improvements due to lease arrangements for a hamburger bar in Ferry Road near the corner of Hargood Street. BACKGROUND When considering a report on forward planning for projects the Committee, at its May 1996 meeting, expressed a desire to complete the negotiations with the owner of a hamburger bar in Ferry Road near the corner of Hargood Street before proceeding with this project. The building is owned by the Council and will need to be demolished to complete the proposed roading improvements planned for the Ferry Road west approach to the traffic signals. It was indicated to Councillors that, at the time, the Council's Property Unit was experiencing some difficulties in establishing contact with the owner. An alternative roading design was proposed which would temporarily overcome the problems associated with the presence of the hamburger bar. Cyclists in particular may have been disadvantaged if the alternative plan was to be adopted.
7. Cont'd
TRAFFIC PLAN The proposed scheme 1 plan (with the hamburger bar removed) for the intersection improvements is attached to this report. The alternative scheme 2 plan (with the hamburger bar building remaining) is also attached to this report. On both scheme plans cycle facilities through the junction have been upgraded from what exists at the present time with little difference between the two schemes. The main change is that depicted on scheme 2 where the median island on the Ferry Road west approach to the intersection has been deleted. In effect, the space occupied by the traffic island (scheme 1) has been taken up by the right turn lane into Radley Street with the other two lanes moved across to make allowance for the continued presence of the hamburger bar. The advantages of adopting scheme 2 would be to allow the construction works to proceed sooner than what would normally be the case. On the negative side would be a loss of delineation for traffic travelling through the intersection, narrower traffic lanes and the deletion of a median island traffic signal pole and displays. HAMBURGER BAR LEASE I am pleased to report that the solicitor acting for the hamburger bar owner has now made formal contact with the Council through Property Officer Steve Crib. Mr Crib advises that negotiations are now underway and that he is confident that settlement can be made within a two or three month time frame. CONCLUSION The alternative scheme 2 plan is a viable alternative if negotiations with the hamburger bar owner should fail and the Council was unable to commence work for (say) another 12 months. However, we can be optimistic that negotiations will not fail and that tenders for the work can be sort before the end of this year. Recommendation: That the Council support the scheme 1 plan which allows for the demolition of the building which is operating as a hamburger bar.
8. KIRK ROAD RAIL CROSSING RR 3022
Officer responsible Author City Streets Manager P Atkinson Corporate Plan Output: Signs and Markings
The purpose of this report is to prohibit vehicles over 9 m in length from using the section of Kirk Road between Waterloo Road and State Highway 1 (Main South Road).
8. Cont'd
BACKGROUND A recent incident involving a large vehicle and a train has highlighted a problem with the close spacing between Main North South railway line and State Highway No 1 on Kirk Road. It is now becoming more common for vehicles using Pound Road (between Yaldhurst Road and Waterloo Road) to avoid using Barters Road as access to the State Highway and use Kirk Road where there is inadequate distance between the railway and the intersection to accommodate a long vehicle. Discussions have been held with Transit New Zealand to investigate possible improvements. The problem is complex and could effect a number of State Highway junctions, road-rail crossings and part of the city's roading network. To avoid similar incidents from occurring the following immediate improvements are proposed at the Kirk Road rail crossing: (i) A ban of vehicles exceeding 9 m in length from travelling on Kirk Road between Waterloo Road and the Main South Road. (ii) Additional sign posting to encourage long vehicles on Pound Road to use Barters Road. (iii) The marking of a cross hatched clear zone at the Kirk Road rail crossing. Longer term measures will include; the relocation of the bypass route from Pound Road to the State Highway network and an investigation into improvements or changes to the junctions with the State Highways and the road-rail crossing in this locality. This study would be jointly funded by Transit New Zealand and the City Council. Recommendation: That procedures be commenced to alter the Christchurch City Traffic and Parking Bylaw 1991 by adding the following clause to the 6th Schedule. That pursuant to the powers vested in the Council under Section 68 of the Christchurch City Traffic and Parking Bylaw 1991 that the following clause be added to the Sixth Schedule. "D. Kirk Road Only vehicles less than 9 m in length shall travel in a south easterly direction along Kirk Road between Waterloo Road and Main South Road."
9. RICCARTON ROAD BUS CLEARWAYS RR 3024 The Committee received a report on progress of investigations into the proposal to introduce bus clearways along part of Riccarton Road (between Puriri Street and Deans Avenue), for use by buses, taxis and cyclists. A draft information leaflet
9. Cont'd
outlining the proposal was being formulated to be distributed to Riccarton Road property owners and occupiers. Other consultation was planned for emergency services, cyclists, groups, bus patrons and operators, the Canterbury Regional Council and taxi operators. A possible implementation programme was outlined to the Committee as follows:
* External Independent Safety Audit 6-13 June
* Consultation Process Late June
* Meeting between City Services Committee and
Riccarton/Wigram Traffic Committee Late June
* Committee Site Visit End of June
* Public Meeting Early July
* Report to City Services Committee on consultation process 9 July
* Further consultation if required Through July
* Design and tender of project By Mid August
* Construction period Mid September - Early November The proposed construction period takes account of Show Week and the post Show Week buildup to Christmas shopping. Recommendation: That the programme and series of meetings outlined above in the report be implemented. PART B - ITEMS DEALT WITH BY THE COMMITTEE AND
REPORTED FOR INFORMATION ONLY
10. DEPUTATIONS BY APPOINTMENT
(a) ferry road/palinurus road/rutherford street intersection Messrs Robert Lingard and Robin Thompson were in attendance and made submissions on the proposal to install traffic signals at the above intersection (clause 6) (b) riccarton road bus clearways Helen Broughton, Chairperson, Riccarton/Wigram Community Board Traffic Committee presented submissions on the clearway proposals (clause 9). 11. LAND TRANSPORT PRICING STUDY rr 3009
A full set of discussion documents on the land transport pricing study has been received. The Land Transport Pricing Study is part of a wide ranging review of land transport services designed to support the New Zealand's Government policy of a "safe sustainable transport system at reasonable cost" - as outlined in the Ministry of Transport's Strategic Plan Transportation Directions 1994-1999. An officer project team has been established to review this study and formulate a submission to be received by the Ministry of Transport by 30 August 1996.
11. Cont'd It was resolved that a joint seminar meeting of the City Services Committee and the Environmental Committee be convened to receive the Project Team report.12. CYCLE PROJECTS RR 3023 The current status of cycleway projects listed in the 1995/96 Annual Plan was outlined to the Committee. Reports have been sought on a proposed cycleway through Papanui to Riccarton following the railway and provision for cycleways through Riccarton Bush.
13. CITY TO SUMNER CYCLE ROUTE (VIA FERRY ROAD) RR 3011 A progress report on establishing the cycle lanes on the city to Sumner cycle route via Ferry Road was received. Committee members noted the larger numbers of recreational cyclists using this route and suggested a network of cycleways throughout the city be investigated. It was resolved that the provision of a major network of cycleways/walkways throughout the city be investigated and reported to the Committee.
14. SPRINGFIELD ROAD PROPERTY NEGOTIATIONS RR 3018 Due to prolonged property negotiations the reconstruction/widening of Springfield Road has been rescheduled. The section from Eversleigh Street to Edgeware Road has been deferred to 1997/98 on the section from Edgeware Road to St Albans Street shall proceed in 1996/97. A report on property negotiations was received by the Committee. It was resolved that the Property Unit continue its negotiations for the remaining land required.
15. SUPPLEMENTARY REPORT
WATER SUPPLY SUBMAIN INSTALLATION CONTRACT RR 3064 The Committee resolved that the above report be received and considered by the meeting. The draft 1996/97 Annual Plan has provision for the renewal of 22 kilometres of water supply submain pipes. This compares with 30 kilometres for the 1995/96 year. The draft 1996/97 annual plan has provision for the renewal of 22 km of water supply submain pipe. This compares with 30 km for the 1995/96 year. Typically this programme consists of a large number of small jobs (approximately 80) that are impractical to tender out on a job by job basis. Accordingly, for a number of years now, the work has been contracted out on a schedule of rates basis over a period of time (1 or 2 years). The contract documents state that at least two, and up to four
15. Cont'd contractors will be selected, with the total amount of work distributed evenly between the selected contractors. The contract documents clearly state the quantities quoted are indicative only and, and accordingly accepting this tender does not bind the Council to the volume of work stated in the draft annual plan. Tenders were received as follows: Alexander Contracting $200,771.50
Works Operations $285,325.00
G Cook Trenching $309,410.00
Waddell Holdings Limited $1,274,390.00
It should be noted that these tender prices have been adjusted to be representative of two contractors sharing 22 km of pipe installation. That is, the total value of the contract work for 22 km of pipe is $486,096.50. Pipe materials are directly supplied by the Council giving a total all up value of $800,000. For the last six years Works Operations and G Cook Trenching have undertaken this work, and their tendered rates this time are virtually unchanged from their current (1995/96) rates. Alexander Contracting, has in recent years carried out other types of Council work, for example, water meter installation, but has not undertaken this type of work for us for approximately ten years. Comparing their tendered rates with those of the two contractors presently undertaking the work raised the question as to whether Alexander Contracting could viably undertake the work for the full 12 month contract period. They confirmed their rates as submitted. It was resolved: 1. That the two lowest tenders be utilised for this work, and that the schedule of rates tenders received from Alexander Contracting and Works Operations, be accepted. 2. That the work be allocated in a way that ensures each tender is awarded approximately one half of the available work.
16. SEMINAR MEETINGS OF STANDING COMMITTEES RR 3020 All Committees have been requested to review the starting times for seminar meetings. It was resolved that the 3.00 pm starting time for seminar meetings be supported. 17. ITEMS RECEIVED The Committee received the following reports: 17.1 Waste Manager's Attendance at Third Australian Hazardous and Solid Waste Convention - Issues Arising
The Waste Manager brought to the Committee's attention significant waste management issues to be reported in detail at future meetings. 17.2 Speed Limit Review
Further progress on the speed limit review was reported. 17.3 Co-ordinating Committee for Traffic Safety
The report from the Sub-Committee was received together with details of the road safety awareness campaigns run by the Council. 17.4 Strategy for Children
The City Streets Unit's proposed strategy to improve road safety for children in Christchurch was received. 17.5 New Zealand Police Vehicle Fitness Campaign and Christchurch Police District Road Safety Campaign 1996/97
Inspector Garth Hames submitted reports on the vehicle fitness campaign undertaken during the period 29 April to 12 May 1996. The Christchurch Police District Road Safety Plan 1996/97 was outlined to the Committee. The Plan had been completed after consultation with the Council, the Land Transport Safety Authority and Healthlink South. The meeting concluded at 2.40 pm. CONSIDERED THIS 26TH DAY OF JUNE 1996
MAYOR