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27. 11. 96
CITY SERVICES COMMITTEE
12 NOVEMBER 1996
A meeting of the City Services Committee
was held on Wednesday 12 November 1996 at 12 noon
PRESENT: Councillor Denis O'Rourke (Chairman),
The Mayor, Ms Vicki Buck,
Councillors Carole Anderton, David Buist, David Close, Graham Condon, Ian Howell, and Garry Moore.
APOLOGIES: Apologies for absence were received and accepted from the Mayor, Ms Vicki Buck and Councillor Ron Wright.
ABSENT: Councillor Gordon Freeman.
Councillor Carole Anderton retired at 5.20 pm and was present for clauses 1 and 15.
Councillor Ian Howell retired at 8.05 pm and was not present for clauses 6 to 9, 13, 14, 17, 19(d) and 19(e).
Councillor Garry Moore retired at 8.05 pm and was not present for clauses 13, 14 and 19(e).
The Committee reports that:
PART A - MATTERS REQUIRING A COUNCIL DECISION
1. TRAFFIC MANAGEMENT IN SHIRLEY MALL AREA
| Officer responsible | Author |
| City Streets Manager | Mike Calvert, Transport Planning Engineer |
| Corporate Plan Output: Road Network Planning |
The Committee was informed of traffic management issues in the Shirley Palms Shopping area and addressed the issue of Committee/Community Board input to major resource consents.
Deputations were received from the Burwood/Pegasus Community Board (Mr David Dobbie) and the Shirley/Papanui Community Board (Mrs Yvonne Palmer). In addition Mr Max Percasky addressed the Committee on behalf of Woodvale Limited, the developer of the shopping mall.
There are several traffic engineering works being investigated or proposed for the area surrounding the Palms Shopping Mall.
A left turn slip lane from Shirley Road into Marshland Road is included in the draft 1997/98 Annual Plan.
The installation of right turn phases at the Marshland/New Brighton/North Parade/Shirley intersection is to be reviewed in February 1997.
Two thresholds and a speed hump are proposed to be constructed on Golf Links Road. Funding for this was approved at the October Council meeting.
The position and size of the pedestrian island on Marshland Road is to be reviewed and reported to the February Committee meeting.
Cycle facilities are being investigated which will enable cyclists to bypass the Marshland/New Brighton/North Parade/Shirley intersection is to be programmed over the 1997/98 and 1998/99 budgets.
The issue of parking of staff vehicles on Golf Links Road will be actioned by Mall management and will continue to be monitored.
It is to be recommended to the Burwood/Pegasus Board in December that the no parking on Marshland Road be extended.
The Committee resolved that this information be received.
In addressing the issue of the Committee or Community Boards taking part in the resource consent process for major developments the Committee was advised any submissions made by Council Committees would compromise the Council's position as processor of the consent applications.
Council officers present their reports to Hearings Panels to be weighed against other evidence submitted. Officers could take the views of Committees into account when preparing their reports.
Recommendation: That officers report how the Committee and Community Boards could be involved in significant developments such as the Shirley Mall traffic management issues.
2. RICCARTON ROAD PEDESTRIAN CROSSINGS RR 4046
| Officer responsible | Author |
| City Streets Manager | Brian Neill, Traffic Operations Engineer |
| Corporate Plan Output: Street Markings and Signs p 9.5 text 38 |
The purpose of this report is to define the locations of the pedestrian crossings linking a pedestrian refuge island in Riccarton Road near the Puriri Street and Rattray Street intersections.
BACKGROUND
The Council, at its meeting on 23 October 1996, resolved that a pedestrian crossing in Riccarton Road near Puriri Street be reinstated. The original crossing was removed last June and a pedestrian refuge island constructed further west along Riccarton Road.
The Council has resolved to install "zebra" crossings to the pedestrian refuge island.
DISCUSSION
Arrangements have been made to mark the new zebra crossings and install flashing Belisha beacons and floodlights at the pedestrian refuge island. This work will be carried out in November.
Mr Bartlett, the Principal of St Teresa's School and Ms Mouat, representing local residents have been kept informed of progress on the reinstatement of the "zebra" crossing. Constable Meg Moynaham, NZ Police Traffic Safety Service Officer for the school, will be assisting children in the correct use of the new crossing facility once the "zebra" markings have been painted on the roadway.
CONCLUSION
The Council will need to formally resolve the location of the pedestrian crossings linking the pedestrian refuge island in Riccarton Road near the Puriri Street and Rattray Street intersections.
Recommendation: That pedestrian crossings be installed in the following locations:
1. On the south side of Riccarton Road linking with a pedestrian refuge island at a point 28 metres west from the intersection of Rattray Street.
2. On the north side of Riccarton Road linking with a pedestrian refuge island at a point 56 metres west from the intersection of Puriri Street.
3. LOWER STYX ROAD SPEED LIMIT RR 3994
| Officer responsible | Author |
| City Streets Manager | Malcolm Taylor, Engineering Officer |
| Corporate Plan Output: Street Markings and Signs p 9.5 text 38 |
The purpose of this report is to consider changing the 70 km/h speed limit on Lower Styx Road, Brooklands to 50 km/h.
BACKGROUND
A working party of the Shirley/Papanui Community Board met on 22 July 1996 to consider speed limit changes proposed on roads in the Board's area. These changes were part of a Speed Limit Review taken on roads and highways in Christchurch.
At this meeting a petition from the residents of Nos 900 - 952 Lower Styx Road, Brooklands was received. They were requesting that the 70 km/h section of road be changed to a 50 km/h speed limit. It was recommended that City Streets urgently undertake a speed limit rating.
DISCUSSION
A warrant review was carried out and it was found that the roadway rated a 50 km/h speed limit. This proposed change would provide continuity to the speed limit through the Brooklands Community area. A map of the area and changes in speed limits is appended to this report.
The technical advice team for the recent speed limit review agrees that this change in speed limit along Lower Styx Road be incorporated in the gazette notice being prepared by the Christchurch Office of the Land Transport Safety Authority (LTSA).
Part of the formal processes for creating new speed limits is for agreement to be reached between the local authority (Christchurch City Council), the LTSA, NZ Police and NZ Automobile Association. Positive responses to the proposal have been received from these organisations and the Council's endorsement of the extension to the 50 km/h zone is now being sought.
CONCLUSION
The Council has adopted a schedule of changes to speed limits in the city, altered the Traffic and Parking Bylaw to include new 60 km/h and 80 km/h limits and provided information on gazetted changes to 50, 70 and 100 km/h limits to the LTSA. The LTSA has agreed that, given the Council's support for these additional changes, they can be incorporated into the gazette notice.
At its meeting on 6 November 1996 the Shirley/Papanui Community Board endorsed this proposal.
Recommendation: That the LTSA be informed of the Council's support for changing the 70 km/h speed limit on Lower Styx Road, Brooklands to 50 km/h.
4. CO-ORDINATING COMMITTEE FOR TRAFFIC SAFETY RR 4064
| Officer responsible | Author |
| City Streets Manager | Susan Cambridge, Road Safety Co-ordinator |
| Corporate Plan Output: Road Safety page 9.6 text 8 |
The purpose of this report is to give information on the last meeting of the Traffic Safety Co-ordinating Committee and on the road safety awareness campaigns run by the Council.
NEW ZEALAND ROAD SAFETY PROGRAMME
This is the new name for the old Safety (Administration) Programme in which local authorities apply for funding from the Land Transport Safety Authority for community road safety awareness campaigns and negotiate the Police hours for road safety enforcement.
The application for the financial year 1997/98 has been prepared by a group from the Traffic Safety Co-ordinating Committee after consultation with the Police and suggestions from the Community Boards. The draft outline has been approved by the full meeting of the Traffic Safety Co-ordinating Committee.
Police Hours
The Police hours have been increased by an extra 5,700 hours over the last year. The number of hours has been allocated to the Christchurch district by the Land Transport Safety Authority as a result of their `social cost' programme. The Police advise that they will only be able to deliver these extra hours if staff are available from other districts nearby where a reduction in the number of hours has been asked for in the new system.
The extra hours have been allocated to the strategic outputs. 1,000 hours have been added to Drinking or Drugged Driver Control, 2,000 hours have been added to Speed Control and 2,770 hours have been added to Visible Road Safety Enforcement.
The application for community funding and the Police hours negotiated for the next financial year is tabled.
Community Road Safety Projects
The amount of funding asked for in the application for community road safety projects is greater than last year. It is therefore likely that some of these will be rejected by the Land Transport Safety Authority during the processing of the application. This should be done in consultation with the Traffic Safety Co-ordinating Committee.
Recommendation: That the New Zealand Road Safety Programme for Christchurch for the year 1997/98 be approved.
5. ALDWINS ROAD/HARROW STREET INTERSECTION RR 4006
proposed traffic signals
| Officer responsible | Author |
| City Streets Manager | Dave Armstrong, Signals Design Engineer |
| Corporate Plan Output: |
The purpose of this report is to seek the approval of the Council for the installation of traffic signals at the Aldwins Road/Harrow Street intersection.
INTRODUCTION
It is proposed to install traffic signals at the intersection of Aldwins Road and Harrow Street to reduce the number of crashes presently occurring there. The signals will also reduce delays to vehicles turning right out of Harrow Street on to Aldwins Road. The layout of the signals is shown on the attached paper.
With the new signals, pedestrian facilities will be provided across Harrow Street and a slip lane will be installed for left turning vehicles from Harrow Street. The new signals will be linked to both the Aldwins Road Pedestrian signals outside Linwood High School and the Aldwins Road/Buckleys Road/Linwood Avenue signals to provide co-ordination. The existing island on Harrow Street will be removed.
BACKGROUND
A publicity pamphlet on the proposed installation of traffic signals was circulated in August 1996 to residents and local schools. Seven replies were received with only one person firmly against the proposal. However a number of concerns were raised.
These concerns are 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 this proposal especially outside numbers 92 to 100 Aldwins Road.
Residents from numbers 92 to 96 Aldwins Road will not be able to go directly down Harrow Street or to the Linwood Avenue shopping complex without having to go down to almost Ferry Road to do a `U - turn'.
There is a high number of vehicles doing a U turn from the north approach on Aldwins Road. These currently conflict with left turning vehicles from Harrow Street. The installation of signals could also produce the same conflict and an additional disbenefit of the U turners blocking the vehicles that want to turn right into Harrow Street.
With signals installed at this intersection it may encourage more vehicles on nearby local residential streets (Glasgow and Newcastle Streets) as these motorists attempt to avoid the signals.
TRAFFIC NETWORK
Aldwins Road is four lane median divided major arterial which currently carries approximately 21,200 vehicles per day. It is a link road from the south to the east of the city.
Harrow Street is classified as a minor arterial and carries about 8,200 vehicles per day. It links Aldwins Road to the central city area.
This intersection is presently controlled by a Give Way sign on the Harrow Street approach with Aldwins Road traffic having no controls.
CRASHES
(a) Existing
In the 5 year period form 1991 to 1995 there have been 13 reported injury (2 serious and 11 minor) crashes and 12 reported non-injury crashes. This equates to an injury crash rate of 2.6 accidents per year.
The predominant crash type is between right turning vehicles from Aldwins Road into Harrow Street and straight through vehicles travelling north on Aldwins Road. There has been 1 serious, 2 minor and 4 non injury of this type of crash.
The other major crash type is between right turning vehicles from Harrow Street into Aldwins Road and straight through vehicles travelling north on Aldwins Road. There has been 3 minor injuries of this type of crash.
(b) Proposed Traffic Signals
The crash rate with traffic signals at this intersection is predicted to be 1.4 injury crashes per year (a 45% 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 `right turning' crash as well as making it safer for cyclists and pedestrians.
DELAYS
With the current layout, delays are minimal to all traffic except for vehicles turning right out of Harrow Street.
The installation of traffic signals will decrease the Harrow Street right turning delays but will increase the delays for the Aldwins Road north bound through traffic as they will now be controlled by the signals. The
delays to Aldwins Road vehicles will be minimised by co-ordinating these signals with the Aldwins/Buckleys/Linwood and the Aldwins Road Pedestrian crossing signals.
B/C ANALYSIS
The calculated Benefit/Cost ratio which includes the linking of the other nearby signalised intersections is 180 with a cost of $116,000. As this ratio is very high the B/C was audited by Transfund NZ and subsequently accepted by them to be included in the National Roading Programme.
CONCLUSION
The reported injury crash rate at the intersection of Aldwins Road and Harrow Street is currently 2.6 accidents per year. These crashes are predominantly between right turning vehicles into or out of Harrow Street conflicting with through vehicles on Aldwins Road.
With the installation of traffic signals this rate is expected to decrease to less than 1.4 injury crashes per year. The signals will also make it safer for pedestrians and cyclists to use the intersection.
Existing delays to all traffic using the existing intersection are minimal except for vehicles turning right out of Harrow Street.
The installation of traffic signals will decrease this right turn delay but will increase delays to the Aldwins Road north bound traffic as they will be controlled by the signals. Co-ordination with the Aldwins/Buckleys/ Linwood and Aldwins Pedestrian signals however, will minimise these delays to Aldwins Road traffic.
A Benefit/Cost ratio of 180 with a cost of $116,000 has been achieved therefore financial assistance from Transfund NZ is available.
Recommendation: 1. That traffic signals be installed at the Aldwins Road/Harrow Street intersection.
2. That barriers be provided on the western corner of Harrow Street to stop pedestrians crossing Aldwins Road from this point.
6. 1997/98 DRAFT DISTRICT ROADING PROGRAMME RR 4083
| Officer responsible | Author |
| City Streets Manager | Chris Kerr, Asset Planning Manager |
| Corporate Plan Output: Capital Works Outputs |
The purpose of this report is to seek Council approval for the projects to be submitted by Council in the 1997/98 District Roading Programme to Transfund.
INTRODUCTION
The requirement to submit a District Roading Programme to Transfund is set out in the Transit New Zealand Act (1989) as amended in 1995. Transfund have set out their requirements for the compilation of the National Roading Programme which includes the following ;
* all projects with completed economic analyses to be forwarded to Transfund by 15 November of each year - no projects will be accepted after this time and projects with incomplete economic analysis will be rejected
* consultation on the projects is to be carried out through Local Authorities Annual Plan process as set out in the Local Government Act (1974).
To meet this timetable it is necessary to submit the proposed projects to Council for approval at this time accepting that the normal Annual Plan process may alter priorities.
DISTRICT ROADING PROGRAMME
This programme is made up of new construction works, intersection improvements, safety works (physical improvements and lighting), cycleways and road safety studies. Under Section 3(d) of the Transit New Zealand Act the Canterbury Regional Council have an option to evaluate any of the proposed projects (in particular the new construction works) to determine if alternatives to roading improvements would better meet the goals and objectives of the Regional Land Transport Strategy or can produce a better Benefit to Cost ratio (B/C). These alternatives may include passenger transport and freight options. The economic analysis procedures for Section 3(d) have not been completed and the projects are generally in accordance with the Regional Land Transport Strategy so it is unlikely that any of the projects proposed in the schedule below will be further evaluated.
As in previous years Ranking B/C's have been recommended for the cycleway projects generally on the basis of safety and network benefits. This approach has been supported previously by Transit New Zealand and as there is still no agreed methodology for evaluating the economic benefits of cycleway projects there is no reason to assume that they will not continue to be supported.
Each of the Canterbury Regions District Roading Programmes and the State Highway Programme are tabled at a regional coordination meeting normally held in February of each year. The role of this coordination meeting is to add support to strategic projects and any other `special projects' that have regional significance, this can add weight to the ranking of any project
above its actual B/C when Transfund evaluate the submissions. It would be beneficial for the Council projects to receive political support at this meeting.
The proposed District Roading Programme is as follows :
| PROJECT | COST | B/C | |
| Safety | Frankleigh/Milton/Barrington | $100,000 | 44.6 |
| Safety | Milton/Selwyn | $85,000 | 26.8 |
| Construction | Marshland/Shirley | $50,000 | 23.6 |
| Safety | Accident Investigations | $30,000 | 15.0 |
| Construction | Hills Road (Avalon - Gresford) | $850,000 (1) | 13.6 |
| Lighting | Pages Road (Bickerton - New Brighton) | $60,000 | 13.4 |
| Lighting | Sparks Road (Hendersons - Halswell) | $61,000 | 13.3 |
| Safety | Linwood/Worcester | $30,000 | 12.8 |
| Safety | Bexley/Breezes | $104,000 | 12.2 |
| Safety | Coronation/Simeon | $20,000 | 12.1 |
| Lighting | Hansons Lane | $22,000 | 11.0 |
| Safety | Barbadoes/Edgeware | $60,000 | 9.6 |
| Lighting | Dyers Pass Rd (Colombo - Hackthorne) | $88,000 | 9.2 |
| Construction | Lincoln/Lyttelton/Wrights | $500,000 | 8.8 |
| Construction | Aldwins/Ensors/Ferry | $1,020,000 (1) | 7.2 |
| Safety | Traffic Signal Upgrade | $400,000 | 6.8 |
| Lighting | Wainoni Rd (Breezes - New Brighton) | $56,000 | 6.4 |
| Safety | Buchanans/Haskett | $30,000 | 5.9 |
| Construction | Briggs/Marshland | $160,000 | 5.8 |
| Lighting | Breezes Rd (all) | $24,000 | 5.8 |
| Construction | Woolston/Burwood Expressway Stage I | $3,200,000 | 5.5 |
| Construction | Ferry/Moorhouse/Wilsons | $1,000,000 (1) | 5.2 |
| Safety | Greers/Memorial | $40,000 | 5.0 |
| Safety | Buchanans/Racecourse | $80,000 | 4.9 |
| Safety | Ensors/Opawa | $25,000 | 4.9 |
| Lighting | Springs Rd (Main South - Halswell Jnt) | $67,000 | 4.7 |
| Construction | Falsgrave/Fitzgerald/Moorhouse | $320,000 | 4.7 |
| Construction | Breezes/Pages | $245,000 | 4.5 |
| Lighting | Wairakei Rd (Grahams - Russley) | $98,000 | 4.5 |
| Lighting | Waimairi Rd (Peer - Raxworthy) | $71,000 | 4.0 |
| Safety | Blenheim Rd - improvements | $140,000 (3) | - |
| Construction | Woolston/Burwood Expressway Stage II | $6,300,000 (2) | 1.0 |
| Cycleway | Woolston/Burwood cycleway | $100,000 | 5.0(R) |
| Cycleway | Blenheim Rd Overbridge cycleway | $160,000 | 5.0(R) |
| Cycleway | Shirley Area cycleways | $130,000 | 5.0(R) |
| Cycleway | Hospital Corner cycleway | $100,000 | 5.0(R) |
Notes
1. Land Purchase in advance of construction in 1997/98.
2. Subject to separate negotiation with Transfund, construction is spread over two years.
3. This project is subject to a separate consultancy report that is due to be completed in mid-November. It is likely that a number of worthwhile projects along Blenheim Road will be identified.
Plans of the proposed works were presented to the Committee. Although approving the projects for submission by the Council to Transfund the priority listing based on the B/C rating was not supported.
Recommendation: 1. That the above programme of safety, construction and cycleway projects be confirmed as the Council's 1997/98 District Roading Programme for submission to Transfund.
2. That the programme be re-ordered to give priority to safety works and to allow for the implimentation of the major strategic roading programme and cycleway developments.
3. That the Chairman attend the Regional Coordination meeting in February 1997 to support the above programme.
7. WOOLSTON/BURWOOD EXPRESSWAY STAGES I AND II RR 4085
| Officer responsible | Author |
| City Streets Manager | Chris Kerr, Asset Planning Manager |
| Corporate Plan Output: New Construction |
The purpose of this report is to seek Council approval for carrying out negotiations with Transit New Zealand and Transfund New Zealand regarding funding, financing and ownership options relating to the Woolston/Burwood Expressway Stage I and Stage II.
INTRODUCTION
The Council has been actively seeking to start Stage I of the Woolston/Burwood Expressway (Travis to Wainoni) for the last three years. Negotiations have been ongoing with Transit New Zealand to achieve approval of the economic analysis for the project and preliminary discussions have been held on alternative financing options. Useful input on these was provided by the Transit New Zealand General Manager, Dr. Robin Dunlop 1 - 2 years ago when he attended a meeting on this subject.
As part of the 1996/97 Annual Plan process Councillors identified the need to undertake Stage II of the Woolston/Burwood Expressway (Wainoni - Birch) as soon as practicable following the completion of Stage I. This conclusion was reached after hearing submissions from the Bexley Residents Association on the potential negative impact on properties along Bexley Road of the additional traffic following the opening of Stage I.
An associated issue is resolving the current problems along Opawa Road which is the current State Highway route to and from Lyttelton Port. Residents along Opawa Road are concerned about the number of heavy vehicles using the road causing vibrations to their properties. The Council is unable to directly resolve the problems as Transit New Zealand is the Road Controlling Authority, this could become a problem along Bexley Road with the proposed change to State Highway status.
An issue that impacts directly on funding and ownership for this route was the outcome of the State Highway Review which recommends that the Marshland Road - QE II Drive - Travis Road - Woolston/Burwood Expressway - Dyers Road route becomes a State Highway replacing SH74 from the Main North/Johns Road intersection through to the Waltham Road/Brougham Street intersection including Cranford Street.
RECENT DISCUSSIONS
The Chairman and Manager of Transfund, Mr Michael Gross and Dr Robin Dunlop, were invited by the Land Transport Funding Sub-Committee to attend a discussion on land transport funding issues and the Woolston/Burwood Expressway. The issues discussed on land transport funding are separately reported in this agenda.
The Land Transport Funding Sub-Committee proposed funding and financing options to enable both Stage I and Stage II to proceed. In discussion it was suggested that as Stage I has a Benefit to Cost ratio (B/C) greater than the proposed 1997/98 national funding threshold this project should proceed as a State Highway project. Concurrently the Council could seek to reach a financing agreement with Transfund for Stage II to proceed with the Council providing the initial funding with a payback at an agreed financial assistance ratio when the national funding threshold for the project B/C is reached. This entails the two stages being built separately but for the purpose of delayed subsidy the aim would be to use the total project B/C (which is higher than the Stage II B/C but below the national funding threshold).
STATE HIGHWAY DESIGNATION
The concept of moving the State Highway onto the Marshland Road route from Main North Road was accepted in principle by the Council at its August 1996 meeting. No specific consideration was given to either timing or financial aspects. The opportunity to further the State Highway transfer is provided by the proposal set out above. Discussions have been held with the State Highway Manager - Christchurch Office, to determine the process for bringing this before the Transit New Zealand Board, subject to Council approving an approach.
The proposed process is :
1. Council approval for negotiations to be undertaken.
2. Completion of a Route Strategy to ensure that the State Highway status of the route is supported by suitable physical improvements.
3. Submission to Transit New Zealand Board December meeting including route strategy and construction of Woolston/Burwood Expressway Stage I as a State Highway project.
4. Council seek Limited Access Road status for Marshland Road.
5. Inclusion of Woolston/Burwood Expressway Stage I in State Highway section of National Roading Programme.
6. Council complete design.
7. Tenders let for construction to proceed in July 1997, Council supervises project.
Discussion on each phase of the process follows :
1. This report seeks Council approval for negotiations to proceed.
2. The Route Strategy is likely to include suitable access on to and off the Northern Motorway, completion of Stage I and II of the Woolston/Burwood Expressway and any other programmed improvements. It will also address the need for access controls along the route, particularly along Marshland Road where the State Highways Manager has already suggested that the Council should impose Limited Access Road restrictions to control future development. Long term route development requirements will be the subject of further work.
3. Following Council approval the State Highway Manager, in consultation with Council Officers, will prepare a submission for the Transit New Zealand Authority's December meeting. This submission will seek approval for the transfer of State Highway status onto the Marshland Road route from the Main North/Cranford Street route (SH74) based on an agreed route strategy for the proposed State Highway. Included in this submission will be the suggestion that Transit New Zealand undertake the construction of Woolston/Burwood Expressway Stage I as a State Highway project. It is proposed that the Council, at its own expense, complete the detailed design for the project and carry out on site supervision of the construction works with Transit New Zealand meeting the cost of the physical works. The submission will also recommend at what stage the transfer should occur. There are two options for the timing of transfer of State Highway status; either on completion of Stage I of the Expressway, probably 1 July 1999; or on the completion of Stage II of the Expressway which under current projections is likely to be 1 July 2001. Transit officers have voiced some concern at the possibility of the existing Bexley Road becoming State Highway even for a limited period given the problems currently being experienced on Opawa Road.
4. The State Highways Manager is concerned that there are currently no access controls along Marshland Road. The designation of a road as a State Highway normally leads to the development of commercial activities along the route. Marshland Road already has one motel complex and a few vegetable and fruit stalls, any expansion of this type of business will threaten the future management of the route with the additional side friction as vehicles enter and exit properties causing delays and accidents. It is proposed therefore to impose Limited Access Road status along the proposed State Highway section of Marshland Road with the existing business and residential access points to be licensed, this should be actioned early in 1997.
5. This will follow automatically from the submission to Transit New Zealand, to safeguard the situation both the Council and Transit New Zealand are including Stage I in their 1997/98 District Programmes for submission to Transfund.
6. Detailed design work has been reactivated with resource consents for the road and bridge construction to be lodged early in the new year. Transit New Zealand officers will be included on the design project team to ensure that the required State Highway standards are met.
7. There should be sufficient confidence of funding approval to seek tenders in May/June 1997 for road construction and bridge construction, this will allow work to start in July/August 1997. Total construction of the road and bridge is likely to be 18 months.
TRANSFUND ISSUES
The funding issues for Stage I of the Expressway are a matter of negotiation between the Council and Transit New Zealand rather than with Transfund as the B/C for the project is now above the national funding threshold.
The B/C for Stage II will be well under the funding threshold of 4.0 for 1997/98 but the logic of proceeding with the project is such that work should proceed at the earliest possible time. This will ensure that the existing residential properties along Bexley Road are offered the maximum protection from the negative impacts of increased traffic volumes following the completion of Stage I and that the strategic benefits of completing the route are realised. The Chairman and General Manager of Transfund indicated their willingness to enter into negotiations for funding packages for Stage II based on the existing economic analysis criteria.
COMMUNITY BENEFIT
The economic analysis criteria does not provide the Council with much flexibility to negotiate improved priority for the project except on the basis of `community benefit'. The community benefit argument is based on the intangible benefits of improvements to levels of pollution and road noise and limiting of community severance factors. Though the economic analysis includes allowance for the calculation of intangible benefits it is difficult to `prove a case' with Transfund. Agreement has been reached on some similar
projects around the country for the community benefit (or incalculable intangible benefits) to be met by the community as a subsidy for the project, hence improving the B/C ratio. In the case of Woolston/Burwood Expressway Stage II no detailed work on determining the likely scope of community or intangible benefits has been undertaken and it is unlikely that sufficient quality information will be available in time for negotiations with Transfund. The concept may still have some benefit to the Council in raising the B/C for the project and as such investigations will be initiated in the new year.
BASIS FOR NEGOTIATIONS
The most likely scenario to be acceptable to both parties is a delayed funding package. This will entail agreement being reached with Transfund for the funding of Stage II at an agreed financial assistance rate when the national funding threshold B/C is reached for either Stage I and II together or just for Stage II. This is likely to be some time after both Stage I and II are opened and traffic volumes can be measured. This is dependant on fluctuations in the amount of funding available nationally and the B/C threshold. Predictions for after 1997/98 are optimistic that the B/C = 4.0 threshold will at the worst be held at that 97/98 level and may drop further reducing the length of time before the Stage II B/C is fundable.
On this basis the Council would undertake construction of Stage II solely from its own funds, a total of $6.3m, with land purchase to proceed in 1997/98 and construction either in 1998/99 or the year after dependant on the progress made on negotiating property purchase.
Given the future State Highway status of this route the Council should negotiate on the basis of receiving 100% financial assistance for the project less any community benefit the Council wished to support (a figure that will be determined later).
Financing Issues
The above suggested negotiations with Transit New Zealand and Transfund have a financial impact on the Council. The current funding incorporated in the 1996/97 Annual Plan is detailed in Option 1 and the proposed package with Transit and Transfund is detailed in Option 2.
| OPTION 1 | OPTION 2 | |
| Construction - Stage I |
$3,100,000 | Nil - State Highway Cost |
| - Stage II | nil currently budgeted | $6,300,000 |
| Revenue - Stage I |
$1,680,000 @ 48% | $450,000 @ 100% (land) |
| - Stage II | Nil | $6,300,000 @ 100% |
| Interest Costs - Stage I - Stage II |
$455,000 @ 9% total for first 4 years from 97/98,
$128,000/yr from then on. Nil. |
Nil $1,242,000 @ 9% total for first 4 years from 97/98, $567,000/yr from then on |
Option 2 as described in the above table has the benefit of reducing the Council's capital expenditure programme, though it should be noted that the Council will still be responsible for design and supervision and construction of wetlands along the route (Water Services budget). Currently the Council has not earmarked funding for Stage II in its capital programme, under option 2 the existing funding for Stage I of $3,100,000 can be transferred to Stage II and the additional funding of $3,200,000 to complete Stage II added in the latter years of the Five Year Programme.
Operational revenue is not budgeted into future years so the `loss' of the revenue for Stage I, shown under Option 1($1,680,000) which would accrue in 1997/98 and 1998/99 financial years, does not directly impact on the Council's operational budget.
Interest costs for Stage II are a concern with the additional cost of $567,000 per year after construction having to be met until Stage II reaches the B/C threshold, the Council may want to negotiate a maximum time that the agreement with Transfund can run to minimise this financial impact.
CONCLUSION
The Council now has the opportunity to negotiate with Transit New Zealand and Transfund the successful completion of a major strategic route in Christchurch which will rationalise traffic movements from the North to Lyttelton Port and the industrial/commercial areas in the east of Christchurch. The Woolston/Burwood Expressway has been designated since the 1960's and there is a clear community desire and need to complete this route to protect significant areas of residential development from the adverse impact of through traffic.
The options available to the Council require a commitment to construct part of the route initially at Council expense only with future revenue streams to be negotiated with Transfund.
The transfer of the State Highway from the Cranford Street route to the Marshland Road route also carries with it financial considerations. Discussions on the need for improvements in the north of the city have not made sufficient progress to allow any shorter term upgrading on busy intersections along the existing State Highway to proceed. Given the conflicting viewpoints regarding the need for, and positioning of, upgrading/improvements in this area it is unlikely that physical improvements will proceed in the next few years. On this basis the Council may be better served by having control of all of the roads in the area hence reducing the parties to be negotiated with, though Transit New Zealand will
retain control of the rural section of the Northern Outlet. Similarly the Council is not likely to miss out on financial assistance (ie. projects being carried out as State Highway works at 100% financial assistance) because no projects are likely to be approved in the shorter term along Cranford Street. Projects which are currently programmed such as the four-laning of Main North Road through Belfast will still proceed as Transit New Zealand works.
The options presented in this report would seem to provide the Council with the best opportunity to complete the route at minimal cost to the ratepayer.
Recommendation: 1. That Stage I of the Woolston/Burwood Expressway be constructed as state highway with the Council providing design and supervision cost.
2. That Stage II be completed by the Council by reallocating funding provided for Stage I.
3. That to achieve these ends:
(a) The Council approve that negotiations with Transfund proceed on the basis of receiving the maximum financial assistance at the earliest possible time for Woolston/Burwood Expressway Stage II and that the Land Transport Funding Sub-Committee be confirmed as the negotiation team.
(b) The Council approve property purchase for Stage II to proceed in the 1997/98 financial year at the Council's expense.
4. That the Council support the Committee's view that Stage II is of such significance that it be funded by reallocation of funding from other sources within the City Street Unit's budget.
8. ISSUES PAPER ON THE MOVEMENT OF OVER-DIMENSIONAL VEHICLES AND LOADS RR 4000
| Officer responsible | Author |
| Environmental Policy and Planning Manager | Alexander Campbell, Assistant Transportation Planner |
| Corporate Plan Output: Advanced Transportation Planning |
The purpose of this report is to seek approval of the draft Christchurch City Council submission on the Land Transport Safety Authority Issues Paper on the Movement of Over-dimensional Vehicles and Loads, put together after review by an officer project team. The submission is attached.
The proposals in the issues paper will have an impact on the management and regulation of over-dimensional vehicles and loads on the City's roading network.
The Issues Paper is a collection of information and concepts; not complete and certainly not clearly presented. The information in the Issues Paper represents a first step and further work is needed.
Recommendation: That the attached submission be adopted as the Christchurch City Council submission and that it be forwarded to the Land Transport Safety Authority.
9. OLLIVIERS ROAD RR 3769
| Officer responsible | Author |
| City Streets Manager | Lorraine Wilmshurst, Assistant Area Traffic Engineer |
| Corporate Plan Output: Capital Expenditure Page 72. |
The purpose of this report is to seek the Council's approval of the substitution of the work programme for one section of Olliviers Road in this financial year with the work schedule for the next section of Olliviers Road in the following year.
In the 1996/97 and 1997/98 budgets finance has been allocated for kerb and channel replacement for that section of Olliviers Road between Tuam Street and Ferry Road ($314,650). The following year an allocation has been made for the kerb and channel replacement in Olliviers Road between Hereford Street and Tuam Street ($304,500).
Work has been done at the Hereford Street intersection and work is programmed this year for Cashel Street which involves the realigning and narrowing of Olliviers Road. By swapping the two projects for Olliviers Road this allows the existing work to be linked up. It will also mean that the traffic concerns associated with the intersection at Wellington, Bordesley, Buccleugh Streets and Olliviers Road can be dealt with.
The section of Olliviers Road from Tuam Street to Ferry Road is a narrower section of road. It does not have major intersection problems part way along it. The kerb and channel for this section of road would be replaced one year later than planned if the Board agree to the two projects being swapped.
Recommendation: That the work scheduled in the 1996/97 and 1997/98 budget for Olliviers Road be substituted with the work programmed in Olliviers Road for 1997/98 and 1998/99.
(The Hagley/Ferrymead Community Board meeting in October supported this recommendation).
10. REFUSE AND RECYCLING CONTRACTS:
SUMMARY REPORT RR 4065
| Officer responsible | Author |
| Waste Manager | Mike Stockwell, Waste Manager Simon Collin, Contracts Manager |
| Corporate Plan Output: Solid Waste |
The purpose of this report is to confirm in summary version the Waste Management Unit's proposals to re-tender the refuse collection contracts when they expire on 31 July 1997 including the provision of an associated kerbside recycling scheme.
BACKGROUND
The Council has shown an interest in introducing kerbside recycling many times over the past decade. There have been various trials conducted and evaluated but for one reason or another the Council has not committed to a full kerbside recycling system until this year, when $1.5 M was placed on the annual plan for the 1997/98 financial year. Kerbside recycling will reduce the volume of refuse going to the landfill by around 4% by weight which is not huge in terms of refuse reduction (compare this with the compost plant's 15% target reduction). Kerbside recycling is nevertheless an important element in the council's solid waste management strategy and will have very important educational benefits. Furthermore the annual citizens survey indicates that the ratepayers do want kerbside recycling introduced and that young people are especially enthusiastic.
SEMINAR
At the joint seminar of the City Services and Environmental Committees on 21 October 1996 a comprehensive description of various alternatives and proposals for the intended kerbside recycling scheme were presented in a series of overheads. These are attached (pink paper) and should be read by those wanting more detail than is in this summary report. The overheads are numbered and some of them will be referred to below. The proposals outlined in this report were endorsed by a majority of Councillors attending this seminar.
ISSUES
1. Collection Areas and Contract Period (see attached page 5 - pink paper)
The central city commercial area already has an existing six day a week refuse collection service and private companies operate in the Central City collecting recyclables. The system works smoothly and it is proposed to retain the status quo with respect to these collections. The Waste Management Unit's Commercial Waste Officer will however, in the future develop strategies to try and improve the amount of recyclables collected in the central city by commercial enterprises.
The remainder of the city will be tendered under one collection contract, for a five year period, renewable for a further five years if performance is satisfactory. This entire city collection arrangement will enable the successful contractor to have the confidence and scope to set up his own Materials Recovery Facility (MRF) should he so wish and will also encourage innovative/high tech solutions to be tendered.
Uniformity of service across the city is another major advantage of this entire city approach.
Note the alternative of splitting the city up into several collection areas has been looked at but the advantages of the entire city option make it the preferred choice of the Waste Management Unit.
2. Collectables (page 6 - pink paper)
Glass, paper/cardboard, aluminium cans, steel cans and plastic (PET and milk bottles) will be collected initially. A high value market appears to exist in selected reusable bottles, as identified by recent consultants studies so the contract will direct that the contractor must investigate these markets and submit his proposals for collecting bottles with the tender. These proposals will be given weight in the tender evaluation.
At this stage kerbside collection of green waste as part of the recycling system is not economically viable. Currently green waste is collected by the private sector or taken by individuals to the transfer stations. The collection contract will not require the contractor to collect green waste but will state that he may operate such a collection in tandem with the refuse/recycling collection. In the future other recyclables may be collected if opportunities arise and alternative markets open up.
3. Sale and ownership of Recyclables (page 8, 8 A - pink paper)
Several options for the ownership and sale of recyclables are outlined on attachment pages 8 and 8A. Precisely which ownership and sale method is chosen is a very important issue. Discussions to date between Waste Management Unit staff, Councillors and Industry have not resulted in a consensus opinion. For this reason it is proposed to seek proposals from tenderers themselves on this issue. This will open the way for innovative ideas and solutions (which is an opportunity Contractors have already asked for). The following strategy is proposed:
(a) The collection/recycling contract specification will ban the dumping of any recyclables without Council authorisation.
(b) It will state that a fundamental medium to long term objective is to retain recyclables for use in either existing recycling industries or in the development of new industries (ie local industries).
(c) Tenderers will be given information about the proposed Recovered Materials Foundation (RMF) whose aim is to develop a glass processing system for Christchurch and to become the vehicle for promoting the development of a local industry dealing with a wide range of recovered materials in Canterbury. Note the RMF and associated Glass Recycling Special Committee was the subject of a report to October City Services and Environmental Committees - refer attachment (white paper).
(d) Tenderers will be invited to submit proposals for ownership and sale of recyclables with their tender so as to best promote the matters in (a), (b) and (c) above. This will involve short term transitional arrangements (for example establishment by the Contractor of a recyclables sorting facility and short term sale to existing local or overseas industries) followed by medium/long term arrangements (for example supply of materials to the RMF for use in local industries).
(e) Tenderers will supply a profit/loss sharing formula for the sale of recyclables to cover the short term interim arrangements.
(f) The tender documents will allow contractors the opportunity to present their tender proposals to a Tender Evaluation Panel which will report tenders to City Services Committee.
4. Recycling Collection Containers
45 litre open topped crates and split wheelie bins have been considered and the advantages and disadvantages of both are shown on page 10 of the pink pages. Note memo of 6 November 1996 giving more information on costs of crates versus wheelie bins is also attached (green paper).
In looking at these advantages and disadvantages, green 45 litre crates are considered by the Waste Management Unit to be the best option, and details of how they will be supplied to householders etc are shown on page 10A of the pink pages. It is relevant to note that these crates are used successfully in Wellington, Lower Hutt and Auckland City.
Note that if tenderers wish to offer wheelie bins as an alternative then this can be considered in the tender evaluation stage. Tenders will of course be reported back to this committee prior to acceptance.
5. Collection Details
These are as follows:
The contract will specify that non-recyclables/contaminated materials are left behind in the crate with a sticker explaining the reason why. This is important to meet the educational objective of introducing kerbside recycling.
The contractor will be required to leave the empty crate upside down in the property owners driveway.
Contractor to also collect any materials spilled out of a container by dogs, wind etc.
Contract will specify that the contractor must collect up to equivalent of 1 [Omega] crate loads of materials per household if extra recyclables are placed next to the crate. However, the recycling publicity campaign will state that all recyclables must be put in the 45 litre containers.
6. Budget
A budget estimate is provided on sheet 13 of the pink pages. The $1.851M annual operating cost is an estimate based on current information available. With the volatile nature of markets for recyclables it is possible that this figure could vary up or down. This operating cost can be offset by the proposed Landfill levy which will be able to fund the entire shortfall by 1999/2000 as shown in the "Net Operating Cost" below.
| 1997/98 | 1998/99 | 1999/2000 | 2000/01 | 2001/02 | |
| Total Operating Expenditure | $1,851,000 | $1,980,000 | $1,980,800 | $1,980,800 | $1,980,800 |
| Total Revenue | $503,500 | $963,500 | $1,423,500 | $1,883,500 | $1,980,800 |
| Net Operating Costs | $1,347,500 | $1,017,300 | $557,300 | $97,300 | $0 |
Capital costs are $0.870m for 1997/98 bin purchase and thereafter are funded by a depreciation sum included in the above operating costs. Note the financial allowances in the 1996/97 Corporate Plan for the 1997/98 year for kerbside recycling operating and capital costs are $500,000 and $1.50m respectively. The provision of additional operating cost will need to be addressed in the 1997/98 annual plan.
7. Private Lanes
It is proposed to start allowing the collection of refuse from the ends of some additional Private Lanes with the introduction of the new collection contract. The issues with respect to Private Lanes are set out on sheet 4 of the pink pages. The general concept is to require lane occupants to approach Community Boards for approval for collection to start in their lane. The occupants must be unanimous in their wish to have the collection, and certain criteria will need to be met. Details on this have not yet been finalised and will be the subject of a further report to this Committee.
8. Timetable
(a) The proposed tendering and contract acceptance timetable is as follows:
Registration of interest in contract December 1996
City Services Chairperson and Waste Manager January 1997
approve short list of tenderers
Tender Contracts February 1997
Accept tender March 1997
Start refuse collection contracts 1 August 1997
Staggered start to recycling contracts Mid August 1997
Mid September 1997
Mid October 1997
In order to ensure sufficient lead time for the successful tenderer to collect enough part consumer recycled plastic for use in the manufacture of the crates, the crate supply contract will be tendered in December/January and accepted in February.
(b) The proposed advertising and publicity timetable is as follows:
Engage consultant for concept, artwork, production February 1997
Mayors input March - July 1997
Leaflets, posters, stickers, fridge magnets, video March - June 1997
Low level advertising
School Programme May - November 1997
Printing main advertising material June 1997
Main advertising thrust. Householders letters, start mid July 1997 for
radio, TV, newspapers: ten week period
- New collection starting Ö
- Flag recycling start with bin delivery starting Ö
Telephone Hotline. Details decided before open mid July 1997
leaflets/posters etc
Ongoing promotion/education for duration of contract
9. Peer Review
Mr Warren Snow of the Tindall Foundation has peer reviewed the above proposals and comments in summary that the it "looks like a very successful recycling scheme".
10. Summary
The proposals for the new refuse collection and kerbside recycling scheme combine an existing very successful refuse bag collection system with a low cost recyclable container crate. This recycling container crate is part of a very well proven system which allows low cost entry into the kerbside recycling business. Furthermore the two systems (ie bags and crates) combined together reinforce good waste management (ie waste minimisation) principles. This system is recommended by the Waste Management Unit and was endorsed by a majority of Councillors present at the 21 October City Services/Environmental Committees seminar. It is also endorsed by our peer reviewer Mr Warren Snow of the Tindall Foundation.
Committee Discussion
Committee members did not support the officer's proposal to tender the whole city collection (apart from the central city) under one contract. It was noted that there are currently three contracts covering the city and that this provides some competition and maintenance of standards.
The Waste Manager was requested to review the proposal and to tender the collection of refuse for the city as either two or three contracts at his discretion.
Committee members discussed the options for the sale and ownership of recyclables noting that the Recovered Materials Foundation is being established but may not be in a position to promote the reuse or marketing of recyclables when collection commences.
Recommendation: 1. That the details in this report (as amended) for the introduction of the new refuse collection and kerbside recycling system be approved including the timetable for tendering.
2. That the Tender Evaluation Panel be the Waste Manager, Solid Waste Manager, Contracts Manager and four Councillors as nominated by the Committee (Councillors David Close, Ian Howell, Denis O'Rourke and Ron Wright).
3. That the preferred option for ownership of recovered materials be for the Council to have ownership of the recovered materials and that in due course they be managed by the Recovered Materials Foundation (sale and disposal) provided that until the RMF is in a position to do so other methods of sale and disposal of recyclables be considered.
11. LANDFILL PLANT HIRE TENDERS RR 4060
| Officer responsible | Author |
| Waste Manager | David Harris, Solid Waste Manager |
| Corporate Plan Output: Disposal, Burwood Non-Hazardous |
The purpose of this report is to recommend acceptance of a tender for Burwood Landfill plant hire.
BACKGROUND
The Burwood Landfill is operated using hired plant working under the direction of the Waste Management Unit. Since the inception of the operation the plant has been hired under contract from Kevin Blair Contractors. The work was last tendered in 1990 for a further five year period when Keven Blair Contractors were again the successful tenderer. The contract was extended for a further 12 months in 1995 while issues on future options for Burwood were examined. With the expiry of the current contract the work was advertised in September 1996 for an initial period of three years along with the option of extending it up to the time the landfill closes, up to three additional years. This report provides an analysis of the tenders and makes an acceptance recommendation.
TENDERS AND TENDER ANALYSIS
Five conforming tenders were received for the work. Tenders were for the supply of a range of plant items on an hourly hire basis. Items included a 30 tonne refuse compactor, a D6 dozer or equivalent, scrapers or alternative earthmoving equipment and a number of smaller plant items. To provide a meaningful analysis of the tenders, in light fact that a number of different plant types and capacities were offered, the cost of a typical months operation for each tender was calculated. A sensitivity analysis was also carried out to ensure changes in the ratio of plant type usage due to operational changes did not affect the outcome. Where necessary operating hours were adjusted reflect the varying capacity of different machines
The results of this analysis were as follows:
| Tenderer | Monthly Cost |
| K B Quarries Limited | $86,040 |
| Barry Foster Contracting | $120,350 |
| Canterbury Hardfill Limited | $134,075 |
| Pacific Coast Earthmoving Limited | $158,170 |
| Road Metals Company Limited | $185,220 |
(All costs exclude GST)
The lowest tender was from K B Quarries Limited formerly known as Kevin Blair Contractors Limited who are well known to the Council. This contractor has had experience in the landfill operation since its inception. Most of K B Quarries staff have had between eight and nine years experience and the foreman has worked on the landfill since it first opened.
The contractors performance has been very good throughout the 12 years they have held the contract.
Plant offered in the tender is suitable for the work and the contractor proposes purchasing a new compactor which will provide an slight increase in performance over his existing plant. The new tender rates are on average four percent lower than the existing rates and are within the amount budgeted.
Recommendation: That contract number 96/97-82, Plant Hire Burwood Landfill be awarded to K B Quarries Limited incorporating the tendered plant hire schedule. This is the lowest price conforming tender.
12. TRADE WASTE CHARGES FOR 1996/97 RR 4059
| Officer responsible | Author |
| Waste Manager, Waste Management Unit | Neville Stewart, Senior Engineering Officer |
| Corporate Plan Output: Waste Management Reticulation, Pumping, Trade Waste Services and Christchurch Treatment Works, pages 9.2.1 to 9.2.14 |
The purpose of this report is to institute Special Order procedures to increase Trade Waste charges as detailed in the 1996/97 Annual Plan and in accordance with previous Council resolutions.
Legislation requires that Trade Waste charges be set by Special Order and because the charges are to rise in 1996/97 it is necessary that the Council passes the appropriate resolutions to allow the Special Order process to commence. This report provides background for the committee and sets out the required resolution.
Following Local Body Amalgamation, an examination of the manner in which Trade Waste charges had been calculated showed that dischargers were receiving significant concessions on the true cost of transporting and treating the trade wastes. A report presented in 1992 showed that the current charges would need to rise by 44.7%-53.1% to be at the level that would cover actual costs, and this calculation excluded cost of capital. The then Operations Committee agreed, in discussion with the Manufacturers Association, that Trade Waste charges be required to reach a level that would cover costs (exclusive of cost of capital) over a five year period as follows:
| 91/92 | 92/93 | 93/94 | 93/95 | 95/96 | 96/97 | |
| Volume | 25.71 | 28.00 | 30.49 | 33.20 | 36.15 | 39.37 |
| BOD | 38.17 | 41.22 | 44.52 | 48.08 | 51.90 | 56.04 |
| SS | 37.15 | 40.00 | 43.08 | 46.40 | 49.96 | 53.79 |
This financial year is the final year in the sequence of the then planned rises. The Trade Waste By Law is being revised and the new version is likely to become operative in 1997/98. A review of Trade Waste charges and their basis will be an integral part of developing the new Trade Waste Bylaw. Councillors should note it is highly likely that a new round of rises in trade waste charges will be required in forthcoming years associated with the planned expansion of the Christchurch Wastewater Treatment Plant.
The charges set out under 1996/97 in the above table have been announced in the Annual Plan and it is recommended that they now form the basis of the Special Order.
Recommendation: That Special Order procedures be instituted in accordance with Section 494 of the Local Government Act 1974 to set Trade Waste charges for the 1996/97 year as follows:
For dischargers with volume greater than five cubic metres per day:
Rate of Discharge $39.37 per annum/litre/minute
BOD $56.04 per annum/kg/day
Suspended Solids $53.79 per annum/kg/day
Such charges being inclusive of GST.
13. RICCARTON ROAD TRAFFIC MANAGEMENT PLAN rr 4111
| Officer responsible | Author |
| City Streets Manager | Paul Roberts, Transport Planning Engineer |
| Output: Advanced Transport Planning |
1. BACKGROUND
Proposals were invited from three consultants to conduct the above study in accordance with the brief approved at a meeting of the Riccarton Road Traffic Management Sub-committee on 7 October 1996.
In the event, two of the invited consultants elected to submit a joint proposal, meaning that two proposals have been received from:
Traffic Design Group (TDG) with Travers Morgan; and
Royds Consulting.
Both proposals have been assessed according to a number of criteria, including relevant experience, proposed staff, methodology and price. This assessment has been performed by an officer panel comprising:
Area Traffic Engineer (Sockburn) - Paul Burden
Area Traffic Engineer (Central) - Peter Atkinson
Transport Planning Engineer - Paul Roberts
The weighting applied to each criteria is that contained in section 7.2 of the approved brief. The assessment of the panel is included in the attachment (blue paper).
2. STUDY COSTS
The Royds Consulting tender is for $126,279 for the complete study, whilst the TDG tender is for $48,500. The principal difference between the proposals is in survey costs and public consultation methodology.
After further discussions with Traffic Design Group, it is considered prudent to allow an additional $1,000 - $5,000 to their tender price of $48,500 in order to allow for additional surveys that may be warranted, depending on detailed inspection by TDG of available data in Stage 1 and approval of the client.
The maximum study cost if TDG were commissioned would therefore be $53,500. $45,000 has been allowed for in this years annual plan for the study, but we believe that the additional $8,500 (maximum) could be sourced from other areas within the existing budget.
3. PUBLIC CONSULTATION
In respect of public consultation, TDG propose to establish a liaison committee. This would be done by arranging an initial meeting to which a general invitation will be issued to all known interest groups and the public at large. At the meeting the nature of the study will be explained and also the intention to set up a liaison committee to represent the interests of affected parties. Those at the meeting would then have the opportunity to express their opinions regarding membership of the committee. It would be explained that in addition to the committee, there is an obligation to consult with individual groups and Council and that this would be done separately.
The purpose of the consultation will be:
- to obtain initial concerns and ideas for improvement
- to inform people of what strategies are being considered
- to seek information about the effects of alternative strategies on those consulted
- to discuss refinements which may reduce adverse effects
The officer panel is satisfied that the actual techniques proposed for consultation with individual groups by TDG are designed to not only involve the public in the process, but also most likely to yield tangible and useful feedback for the study.
4. OVERALL ASSESSMENT
Notwithstanding the fact that the TDG proposal is considerably cheaper than Royds Consulting, as may be seen from the attached assessment, the officer panel is satisfied that TDG have the superior experience, technical skills, resources and methodology - and will deliver the required outputs within the timescale envisaged in the brief to the required standard.
Recommendation: 1. That Traffic Design Group be engaged as consultants to prepare the Riccarton Road Traffic Management Plan (Stage 1).
2. That the Riccarton Road Traffic Management Sub-Committee consider approval to proceed with Stage 2 of the study after receipt from the consultants of an interim report on Stage 1 (Problem Assessment).
Note:
At the Committee meeting on 12 November Councillor David Buist questioned the inclusion of the option of bus clearways in the brief for the consultants as a measure to enhance public transport. Clarification of the Council resolution of 24 July 1996 was sought.
The Council resolved:
"1. That the bus lane proposal in Riccarton Road not proceed.
2. That the preparation of a comprehensive traffic management plan be undertaken, encompassing the full length of Riccarton Road and its environs, incorporating public transport options, traffic flow, pedestrian safety, parking and mainstreet landscape enhancement.
3. That a recommendation seeking the inclusion of financial provision for the foregoing study in the 1996/97 Annual Plan be submitted to the 31 July 1996 Council meeting.
4. That full public consultation with input from all interested parties, including business and residents' groups and the Community Board/s, be an integral part of this process.
5. That the Council investigate other options to create a more desirable city-wide public transport option including decentralised hubs and a faster fare paying system.
6. That work be initiated through the joint Christchurch City Council and Canterbury Regional Council Committee to address the poor public image and lack of understanding of the benefits of public transport amongst the general public.
7. That the Council take a pro-active approach to enhancing public transport and within three months set a clear set of performance measures to be achieved in conjunction with the Canterbury Regional Council over the next three years."
When meeting to prepare the brief for the consultants on 7 October the Riccarton Road Traffic Management Sub-Committee "agreed that whilst the bus lane proposal in Riccarton Road had been rejected by the Council at its 24 July meeting this could not be specifically excluded from the study".
14. COMMITTEE MEETING TIME
The Chairman has noted that meetings of the City Services Committee which are currently scheduled for 4.00 pm often extend into the early evening when committee members have other commitments. Councillor Denis O'Rourke has proposed that the Committee's meetings commence at 2.00 pm in future.
Recommendation: That meetings of the City Services Committee be held at 2.00 pm in future.
PART B - ITEMS DEALT WITH BY THE COMMITTEE AND
REPORTED FOR INFORMATION ONLY
15. DEPUTATIONS BY APPOINTMENT
(a) traffic management - shirley mall area
Submissions were received from the Burwood/Pegasus Community Board (Mr David Dobbie) and the Shirley/Papanui Community Board (Yvonne Palmer). The Board members reported the negotiations with the developers of The Palms Shopping Mall, Mr Max Percasky commented on traffic management in the area on behalf of Woodvale Limited, the developer of the shopping mall.
(b) REFUSE COLLECTION - PRIVATE LANES
Mrs Jean Hardcastle and Mr Peter Hyam were in attendance and requested a review of Council policy on the collection of refuse from private lanes. The matter is dealt with in clause 10 of the Committee's report. A further report will be submitted to the Committee in February 1997.
16. CYCLE PROJECTS
The Transport Projects Officer reported on the status of some current cycle projects. He advised that as part of the Council's efforts to promote and enhance cycling in the city it is intended to run a feature "cycling" page in the Press once a month.
It was resolved that the information be received and that the marking of cycle lanes on Tuam Street proceed.
17. ROADING POLICIES AND MAINTENANCE
The Road Maintenance and Policy Engineer reported addressing some of the concerns raised at the Annual Plan Monitoring meeting on 9 October 1996. This included:
1. Berm policy.
2. Landscaped areas and maintenance and types of planting.
3. Footpath policy.
4. Installation of footpath battons and service strips during the footpath resurfacing works.
5. Maintenance of tracks.
It was resolved that the Committee undertake a bus tour to view these areas on Thursday 21 November commencing at 2.00 pm.
18. PERFORMANCE INDICATORS - PARKING OPERATIONS UNIT
The Parking Operations Manager had been asked to review Unit performance indicators in the Parking Operations Corporate Plan Output - Enforcement. New performance indicators which were submitted were considered to be more relevant than the current indicators in that they have clear linkages to output objectives, are customer rather than process focussed and enable efficiency and effectiveness to be more adequately measured.
It was resolved that the suggested new performance indicators as detailed by the Parking Operations Manager be incorporated in the draft 1997/98 Corporate Plan under Corporate Plan Output: Enforcement.
19. ITEMS RECEIVED
The Committee received the following reports:
(a) NEW ZEALAND POLICE REPORTS
(b) PEDESTRIAN CROSSING POINT GUIDELINES
(c) STRATEGY FOR CHILDREN - SAFE ROUTES TO SCHOOLS
(d) REPORT ON ISSUES RELATING TO THE LAND TRANSPORT FUNDING SUB-COMMITTEE
(e) REPORT OF THE MINISTRY OF TRANSPORT FOR THE YEAR ENDED 30 JUNE 1996
(f) TRANSIT NEW ZEALAND STATEMENT OF INTENT 1996/97
The meeting concluded at 9.15 pm.
CONSIDERED THIS 27TH DAY OF NOVEMBER 1996
MAYOR