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23. 7. 97
CITY SERVICES COMMITTEE
10 JULY 1997
A meeting of the City Services Committee
was held on Thursday 10 July 1997 at 12 noon
PRESENT: Councillor Denis O'Rourke (Chairman), Councillors Carole Anderton, David Buist, David Close, Graham Condon, Carole Evans, Ian Howell, Garry Moore and Ron Wright.
APOLOGIES: An apology for absence was received and accepted from the Mayor.
An apology for lateness was received and accepted from Councillor David Buist.
Councillor Buist arrived at 12.25 pm and was present for all clauses.
Councillors Condon and Moore left the meeting at 2.00 pm and were present for clauses 1, 5(ii), 6(i) and 7.
Councillor Howell left the meeting at 2.15 pm and returned at 2.30 pm and was present for all clauses.
Councillor Evans left the meeting at 3.00 pm and was not present for clauses 2, 3, 4, 8, 9 and 10.
The Committee reports that:
PART A - MATTERS REQUIRING A COUNCIL DECISION
1. SELWYN DISTRICT SEWAGE RR 5588
| Officer responsible | Author |
| Waste Manager | Mike Bourke Liquid Waste Manager |
| Corporate Plan Output: Liquid Waste - reticulation |
The purpose of this report is to advise the Council of proposals by Selwyn District Council regarding the disposal of sewage from Lincoln, Springston and Tai Tapu townships, and give an indication of possible conditions for a discharge to the city system should one be requested.
BACKGROUND
In seeking renewal of the Consent to Discharge effluent from the Lincoln Wastewater Treatment Plant the Selwyn District Council is required under the Resource Management Act to consider all feasible options for that discharge. The current discharge is into the L2 drain which flows into Lake Ellesmere. The other feasible options considered by Selwyn District Council are land application at several possible sites and connection to the Christchurch City reticulation system and Wastewater Treatment Plant. No formal approach has yet been made by Selwyn District Council however Selwyn District Council are seeking a Draft agreement from the Christchurch City Council on which to base further discussions and evaluations.
It has been recommended by the Lincoln/Springston Sewerage Project Team:
1. "That after consideration of the land treatment options that have been investigated the Lincoln/Springston Sewerage Project Team considers that land treatment and disposal is not the preferred option".
2. "That the preferred option for upgrade of the discharge from the Lincoln Sewage Treatment Plant is the construction of a pipeline from the discharge of the oxidation pond to the Christchurch City Council sewerage system."
3. "That the proposed Springston Sewerage System comprising reticulation, pumping station and rising main to Lincoln Sewage Treatment Plant be offered as the option preferred by the Lincoln/Springston Sewerage Project Team."
4. "That capital contributions and annual costs (for the existing Lincoln Sewerage System) be reviewed in regard to Springston (and Tai Tapu if applicable) because the Springston (and Tai Tapu) system will be independent of Lincoln reticulation."
5. "That the Tai Tapu Sewerage Project Team be advised that the option of pumping raw sewage to the Lincoln sewage treatment plant be made available if required."
Discussions have been held between officers of the two councils and it has been established that it is technically feasible to accept the effluent from the Lincoln Wastewater Treatment Plant in to the Christchurch system. This connection could be into the Southern Relief Sewer in Main South Road near Halswell Junction Road. Tai Tapu sewage could be pumped into the Christchurch system at Halswell. The Tai Tapu Sewerage Project Team is still considering the options for Tai Tapu and as yet no preferred option has emerged.
PREVIOUS AGREEMENTS
Councillors will recall that an agreement with Selwyn District Council is in place to accept wastewater from Prebbleton into the Christchurch system at Springs Road/Halswell Junction Road. This agreement is based on Prebbleton ratepayers meeting the full costs of their share of the Liquid Waste system on a rate per cubic metre of wastewater discharged into the Christchurch system. At present this charge is approximately 30 cents per cubic metre.
CHARGING OPTIONS
Likely charging options would include a rate per cubic metre discharged as in the Prebbleton case, a charge based on capital value of properties as is the case for Christchurch City ratepayers, or a charge on the same principles as the Trade Wastes system where discharges pay a combination of volume and Treatment charges based on their share of full costs of the systems. There is also the option of adding a premium to the charges for cross boundary flows. This has not been done in the Prebbleton case.
Using the Christchurch City capital value rating as a basis for setting sewer charges to Selwyn District will disadvantage Christchurch if the rate per $ of capital value used is the same as for Christchurch ratepayers as generally property capital values in Selwyn District townships will be lower than in Christchurch.
Using the Trade Wastes charging system yields a lower income than the rate per cubic metre as domestic sewage is usually of lower strength than industrial wastes and in this case the income would be even lower as it is proposed to discharge a treated wastewater to the Christchurch system. A charging system that is based on actual costs and actual volumes that is a rate per cubic metre has the advantage of fairness and encourages the discharger to minimise the total volume discharged. This Council could decide to charge a premium on effluent discharges from across its boundary. Staff are likely to recommend a charge based on volume.
POTENTIAL REVENUE
The likely revenue from the already agreed connection of the Prebbleton system will be $17,500 per year. The additional revenue from Lincoln/Springston in the short term will be $109,500 per year and twice this amount at the ultimate Lincoln/Springston flow of 2000m3/day. The likely additional cost to this Council for the $109,500 extra revenue will be less than 5 cents per cubic metre ($18,250 per year). This difference between revenue and cost is explained by the difference between average cost per m3 against the marginal cost per m3.
OTHER CROSS BOUNDARY CHARGING
1. Porirua City charge Wellington City on the basis of the proportion of pans.
2. Hutt City charge Upper Hutt City on a mixed basis of share of population, capacity and water usage.
3. Watercare Services in Auckland charge contributing Territorial Local Authorities on the basis of volume.
4. A previous Mosgiel Borough/Silver Peaks County/Green Island Borough Council agreement was on a basis of volume.
CAPACITY OF CHRISTCHURCH SYSTEM
The Southern Relief System was originally designed to take flow from the now closed Islington freezing works and therefore has ample capacity at that point. Capacity in the Southern Relief becomes more limiting lower down in the catchment in wet weather although not to the point of overflow. It is possible that the Selwyn District Council could be required to pump into the Christchurch system only at night when flows are low so that a more even flow arrives at the Christchurch Wastewater Treatment Plant. It is also possible that during wet weather Selwyn District Council would not pump at all by using their available oxidation ponds as retention basins during these conditions. Both of these factors would be incorporated in any final agreement with Selwyn District Council. Therefore the addition of the Lincoln/Springston flow will not have a significant effect on the reticulation capacity.
The already agreed contribution from Prebbleton will be an average of 160 m3/day ie less than 0.1% of present flows. The proposed ultimate average daily flow from Lincoln/Springston will be 2000 m3/day which is just less than 1% of the estimated design average flow (207,000m3/day) for the upgrade Christchurch Wastewater Treatment Plant. Present Lincoln wastewater volumes average 1000m3/day.
The proposed upgrade of the Christchurch Wastewater Treatment Plant has included allowance for effluent from the Lincoln Wastewater Treatment Plant, and the addition of this extra flow before the Christchurch Wastewater Treatment Plant Upgrade is completed is insignificant as it is much less than the daily variation in flow to the plant.
SUMMARY
In view of the likelihood of a formal request to accept wastewater from Selwyn District into Christchurch City the Council needs to confirm if it is likely to accept such a discharge and the basis for charging for such a discharge.
Recommendation: That Selwyn District Council be advised that the Council approves in principle a request for discharge to the Christchurch system and that the basis for charging for that discharge is likely to be similar to the basis for charging for the Prebbleton discharge.
2. TRAFFIC SAFETY CO-ORDINATING COMMITTEE TERMS OF REFERENCE RR 5582
| Officer responsible | Author |
| Asset Planning Manager | Chris Kerr |
| Corporate Plan Output: Road Safety |
The purpose of this report is to recommend for adoption the revised Terms of Reference for the Traffic Safety Co-ordinating Committee.
BACKGROUND
The Traffic Safety Co-ordinating Committee was first set up some 7-8 years ago. The original `Role and Objectives' for the Committee reflected health promotion strategies and had an overall emphasis on Road Safety Education. The Committee since its inception has done excellent work in this area and is a model now copied around the country. Membership on the Committee reflects the major sectoral groups involved in road safety in Christchurch and the surrounding areas.
The integration of the three major areas of road safety, education, engineering and enforcement, is seen as vital in providing sustainable improvements in both the overall road safety culture and the number of crashes occurring. The current role of the Traffic Safety Co-ordinating Committee concentrates on the education portfolio with considerable co-ordination between education and enforcement programmes. The overview of engineering practice is not part of the current role.
DISCUSSION
There are considerable advantages to road safety in creating a forum where engineering, education and enforcement strategies, practices and programmes are considered, overviewed, integrated and monitored. The Traffic Safety Co-ordinating Committee, through its excellent work over the last 7-8 years, has gained a substantial profile in, and understanding of, the needs and issues relating to road safety. As such it is well placed to expand its role and influence and take on additional responsibilities.
The Traffic Safety Co-ordinating Committee is a sub-committee of the City Services Committee. This relationship provides it with suitable political influence for it to be able to successfully carry out its various roles. This also provides City Services with a valuable vehicle for achieving agreed road safety goals as well as allowing the essential overview role to continue.
DRAFT TERMS OF REFERENCE
The Terms of Reference are attached to this report, and set out the proposed objective for the Committee and describe the key roles and reporting requirements. The intent of this document is to clearly specify the involvement of the Co-ordinating Committee in the three aspects of road safety, education, engineering and enforcement, and to provide the Committee with the necessary authority to carry out its role. All other agencies involved in the Committee have approved the Terms of Reference and there is an enthusiasm to get on with the defined new roles and directions.
Recommendation: That the Terms of Reference as set out in the attachment be approved.
3. A CITY OF BRIDGES RR 5545
| Officer responsible | Author |
| City Streets Manager | Chris Kerr |
| Corporate Plan Output: Planning |
The purpose of this report is to put before the Council a request from Mr John Ince for financial support for his just completed book - A City of Bridges.
BACKGROUND
Since retiring as City Engineer in 1990, John Ince has spent time gathering information and preparing a history of bridges in Christchurch. Christchurch is unusual in New Zealand in being located on two small rivers and requiring a great many bridges to enable the city to function. This feature leads easily to the title of the book which deals with all bridges on the Avon and Heathcote rivers from Fendalton Road and Cashmere Road respectively to the Estuary. Both traffic and footbridges are dealt with and the period covered is from the first significant efforts of the settlers up to the present. The emphasis is, however, on the historical matters.
Material has been obtained from the records of the Provincial Government, the Heathcote Roads Board, the Domains Board and from the City Council's own records as well as contemporary newspapers and the authors own recollections. Where possible biographical notes are included of the people mentioned in the story.
Over 70 photographs are included in the book. These include some contributed by citizens in response to an item in the Press a few years ago, quite a number from postcards published around the time of the 1906 Exhibition, the Alexander Turnbull library, the Hocken library and the Canterbury Museum photographic collection. Recent photographs and some from the early 60s are from the authors own collection.
The book is expected to comprise about 120 pages of text and photographs.
COSTINGS
Quotations for publication have been obtained from Orca Press and from Caxton Press.
The following analysis is based on the quotations received for publishing the book A City Of Bridges. Prices for the publication range from $13,000 to $20,000 depending on whether 500 or 1000 are printed and on the type of binding used - case bound (hard cover), soft cover or some of each.
The budget for publication of 1000 copies could be as follows:
| 250 copies case bound | |
| 750 copies soft cover | $18,600 |
| Pre-publication advertising in Historic Places | |
| NZ Engineering and Local Authority | |
| Engineering in NZ | $2,000 |
| $20,600 |
Three scenarios are considered as follows with differing retail prices:-
| A | B | C | |
| Retail price (case bound) | $69.95 | $59.95 | $49.95 |
| Net return (40%) | $28.00 | $24.00 | $20.00 |
| Retail price (soft cover) | $49.95 | $39.95 | $29.95 |
| Net return | $20.00 | $16.00 | $12.00 |
In each case fifteen library copies have been allowed at 25% discount on the case bound price for direct sale. The break even table is:
| A | B | C | |
| $ | $ | $ | |
| Cost | 20,600 | 20,600 | 20,600 |
| Library sales | 790 | 675 | 560 |
| Unrecoverable subsidy, say | 12,000 | 12,000 | 12,000 |
| Balance | 7,810 | 7,925 | 8,040 |
| Number to sell to clear balance | 360 | 445 | 580 |
The lower the retail price the more likely the book is to sell.
Pre-publication sales at a 10% discount would arise from the magazine advertising but it is doubtful whether these sales would do more than cover the cost of the advertising.
The proposal is that the City Council budget the full cost of this publication in the expectation that up to $12,000 would not be recoverable from sales unless sales exceeded the numbers noted above in each scenario.
As this book will record important aspects of the history of Christchurch it will be desirable that any copies unsold be retained by the City Council for direct sale in future years.
There are no significant costs incurred in the preparation of the manuscript. A few photographs may require royalty payment or some tangible recognition such as a copy of the book to cover copyright and production costs.
The Committee heard submissions from Mr John Ince in support of this request for assistance and requested that the Acting City Streets Manager investigate further the provision of funding from Council sources.
The Acting City Streets Manager will report verbally.
Recommendation: That an amount of $20,600 be budgeted for the publication of the book - A City of Bridges.
4. TANGATA WHENUA AND OTHER STAKEHOLDER INVOLVEMENT IN WATERWAYS AND WETLANDS MANAGEMENT RR 5586
| Officer responsible | Author |
| Water Services Manager | Bob Watts |
| Corporate Plan Output: Plans and Policy Statements |
The purpose of this report is to obtain approval, within the context of existing policy, for discussions to commence with Tangata Whenua and other key stakeholders on their involvement in the sustainable management of waterways and wetlands in Christchurch district.
INTRODUCTION
The proposed City Plan recognises the importance of waterways and wetlands to Christchurch's natural environment, flood hazard management and storm drainage and special significance to Tangata Whenua. The introduction to the goals, objectives and policies relating to Tangata Whenua includes the following statement:
"Traditional Maori culture is closely linked with the environment. The Christchurch environment was traditionally important because of the accessibility of the waterways, abundance of swamp vegetation, salt and fresh water fishing and shell fish gathering. The development of settlement patterns was closely related to these resources."
The Tangata Whenua goal is:
"The management of the city's natural and physical resources, taking into account the principles of the Treaty of Waitangi."
This is followed by an objective relating to Maori and their resources which states:
"5.1 To recognise the importance of, and to provide for, the relationship of Maori, their culture and traditions with ancestral lands, waters, sites, waihi tapu and taonga."
MANAGEMENT AT PRESENT
The Council plays a major role in waterway and wetland management. This arises from its statutory functions relating to activities on land and the operation of a land drainage system. The Council's intentions are stated in the proposed City Plan and its Asset Management Strategy as represented in the Annual Plan and Budget. These two documents support an overall thrust to sustain all the values associated with the surface water environment and minimise the need for costly intervention works such as piping and concrete channels. Put another way this means, "working with nature rather than against `her'".
Other principal stakeholders include:
Property owners The majority of waterways and wetlands lie within private property.
Canterbury Regional Council As water quality and quantity managers under the Resource Management Act.
Ministry for the Environment As promoters of sustainable management as set out in the Resource Management Act.
Department of Conservation As advocates and advisers on environmental matters.
Tangata Whenua As `Treaty' partners.
Within the Council's organisation stakeholders include:
Successful management of Christchurch's waterways and wetlands is dependent on these stakeholders contributing to the sustainability objective. At present good relationships exist but integration is lacking in some areas. There is a general trend in thinking occurring nationally towards proactive integrated management because of the strong interrelationships that exist between the many values associated with water resources.
FUTURE MANAGEMENT
There is a significant level of interest and support amongst key stakeholders for the Council's proposed Asset Management Strategy for Waterways and Wetlands. Under integrated management it would not be necessary to revisit the strategy because of this support and the consultation that has taken place. It is mainly a case of achieving necessary inputs into planning, operations and maintenance, works and progress/results monitoring and including obtaining resource consents from the Canterbury Regional Council for the discharge and diversion of natural water and work on the beds of rivers and streams.
Ngai Tuahuiri Rununga have expressed a desire to be consulted on various matters of importance to them in their response to a recent global resource consent application made by Water Services Unit to cover a range of works associated with waterway enhancement projects.
DISCUSSION
The job of translating policy into action clearly involves several Council units and outside organisations. Successful and efficient management demands a degree of integration between the principal stakeholders. Experience shows that working together enhances the ability to fulfil statutory and other responsibilities rather than compromising them.
Implementation of the Council's proposed Asset Management Strategy for Waterways and Wetlands would seem to be the main activity that would benefit from integrated management. Responsibility for this activity lies with the Water Services Unit. As mentioned above, staff of this Unit will need to discuss water resource issues with Tangata Whenua and Canterbury Regional Council in relation to its global consent application. Given the nature of the Tangata Whenua submission it would seem likely that an ongoing relationship will be the most effective way of ensuring sensitivity to issues of concern. This approach is in keeping with the anticipated environmental results expressed in the proposed City Plan in relation to Tangata Whenua. These are reproduced in full (attached) - Item 2 being specifically relevant.
Past contact with Ngai Tuahuriri Rununga representatives has been cordial and with a view to discussing the idea of joint management arrangements are being made for a bus trip to sites of interest followed by preliminary dialogue.
CONCLUSIONS
For discussions to proceed along the lines described in this report, it would be important for staff involved to have sanction and have appropriate status from the Council. The Unit Manager, Allan Watson would be directly involved supported by senior staff. There is one area that potentially would require a direct decision by the Council and that is the possibility of establishing a Waterways and Wetlands Monitoring Group. Such a group would have the knowledge and experience necessary to assess overall progress towards the medium and long term objectives of the Asset Management Strategy. It would need to include experts in their field and stakeholders. The need to fund the group would be minimised if most of the individual members were fulfilling their normal functions more efficiently.
Recommendation:
1. That the Water Services Manager commence discussions with Tangata Whenua and other key stakeholders to further proposals for joint, integrated management of Christchurch's waterways and wetlands.
2. That Councillor involvement be sought should a high level, monitoring/overview group be proposed.
3. That a target of 31 December 1997 be set for completion of the discussions and reporting outcomes to the Council.
5. STRATEGY FOR CHILDREN RR 5590
| Officer responsible | Authors |
| City Streets Manager | Brian Neill and Chris Kerr |
| Corporate Plan Output: Traffic Signs and Markings |
The purpose of this report is to update the Committee on progress made to address community concerns regarding road safety at schools in the city.
(i) SCHOOL SPEED LIMITS
Background
Arising out of discussion on the recent review of speed limits in the city was a need to address the situation outside many schools where traffic speed is a significant factor affecting the safety of pupils. At primary schools in particular, although crossing points are supervised, young children have difficulty in judging the speed of approaching traffic. During morning peak traffic, volume is often the critical factor affecting the safe crossing of a roadway. On four lane arterials and in rural/semi-rural areas the variation in speed between approaching vehicles can lead to additional hazards for children.
To make motorists more aware of the need to slow down when passing schools at school time the creation of a "school speed zone" is proposed.
Discussion
The "school speed zone" concept is, in various forms, operating in other countries including some states in Australia. Mr Oppenhuis, who is the Traffic and Design Manager for Transit NZ is enthusiastic about the concept and will provide his authority's support for a proposal that could be trialed in Christchurch. The Director of the Land Transport Safety Authority (LTSA) would need to authorise a trial of this nature. A copy of a letter from Mr Oppenhuis is attached.
The NZ Automobile Association is supportive of the "school speed zone" concept along with the Christchurch Co-ordinating Committee for Traffic Safety and the New Zealand Local Authority Traffic Institute (TRAFINZ).
The Spreydon/Heathcote Community Board, when considering submissions from schools in it's area resolved, "that the Spreydon/Heathcote Community Board support the submissions to be made by the Council to the Land Transport Safety Authority that a mandatory 50 km/h speed limit should apply outside schools and that this speed limit should be enforced."
The Council's other Community Boards have also been discussing road safety at schools issues and are likely to also support the "school speed zone" concept. They have indicated that more Council resources should be employed to reduce the hazards faced by school pupils travelling to and from school.
School Speed Zone Concept
Part time speed restriction zones (or "school speed zones") have, in various forms, been operating in other countries for some time. Community concern in Christchurch has revolved around a need to ensure that drivers do not exceed the 50 km/h limit outside schools in urban areas. In rural areas speed is seen as a critical safety factor especially where speed limits are greater than 70 km/h.
In the State of Victoria, Australia, the "school zone" guidelines allow for the installation of part-time speed limits outside schools. With a general urban speed limit of 60 km/h, Victoria and other states in Australia have adopted a 40 km/h speed limit in urban situations. In rural areas a 20 km/h differential is recommended (eg 100 km/h down to 80 km/h) outside schools where the "school zone" concept has been adopted.
With the lower 50 km/h general urban speed limit in New Zealand a mandatory 50 km/h part time speed restriction outside schools could conceivably be introduced. As in Australia, flashing lights or, better, flashing "school zone" signs would become part of the system which would require all drivers to not exceed 50 km/h outside schools when the flashing sign messages are displayed. This concept would apply to schools located in rural as well as urban areas.
A presentation on this 50 km/h "school speed zone" concept was made to the Committee at the meeting on 14 July 1997.
Committee members were concerned that the proposed 50km/h zones outside schools did not provide for improved traffic safety outside schools. They support a 40km/h speed limit when school children are arriving and departing school. It was felt that school representatives should be responsible for the operation of proposed flashing signs.
To ensure that there is not too great a speed differential in areas where speed limits are higher an underlying speed limit of either 70km/h or 80km/h is supported outside schools with the 40km/h limit operational as in 50km/h areas.
Recommendation: That the Council propose to the Land Transport Safety Authority:
1. That there be mandatory 40km/h zones at schools, the operating times being determined in accord with an approved school road safety plan.
2. That in areas with speed limits 70km/h or higher the underlying speed limit be 70km/h or 80km/h outside schools with special speed zones being 40km/h.
3. That illuminated flashing signs indicating that the zone is in operation be installed at every school speed zone and be operated by the school.
4. That a driver rule change be made to require compliance with school speed zones.
5. That the proposal be trialed at a number of Christchurch Schools during the 1998/99 financial year (or sooner if possible) and be funded by Transit NZ where the roads are Transit roads and the Council where the zones are on Council roads.
(ii) ROAD SAFETY AT SCHOOLS STEERING GROUP
Background
There is a need to better co-ordinate the Council's activities involving road safety at schools. One of the conclusions of the Addington School meeting was to suggest that Addington and other schools in the area be involved in the "Safe Routes to School" programme. This illustrates the need for the Council to consider ways to manage initiatives and programmes aimed at improving road safety at schools.
Safe Routes to School Steering Group
A summary of the Safe Routes to School programme and progress on this year's activities is attached. Co-ordinator, Paul Cottam is currently involved with programmes at four schools in the city. A steering group oversees the programme which was devised by Starship Hospital in Auckland and is being trialed in Christchurch City. This steering group reports to the Co-ordinating Committee for Traffic Safety which in turn reports progress to the City Services Committee.
The goal of the Safe Routes to School steering group is:
"To make the journey to and from school safer for primary and intermediate school age road users by facilitating a Safe Routes to School programme for Christchurch City."
The following people are members of the Safe Routes to School Steering Group:
Road Safety at Schools Steering Group
It is suggested that a Road Safety at Schools Steering Group be set up to widen the scope of the Council's involvement with schools. The existing "Safe Routes to School" Steering Group could be reconstituted to oversee initiatives and programmes aimed at improving road safety at schools. The group responsibilities would also cover safety at the school gate, parking matters and other issues at schools not involved in Safe Routes to School programmes. It would report to the City Services Committee through the Co-ordinating Committee for Traffic Safety where priorities for initiatives would be set. The role of the steering group would be:
1. To develop initiatives and programmes aimed at improving road safety at schools.
2. To provide support for national initiatives concerning road safety at schools.
3. To consult with schools, school pupils, Boards/PTA Committees etc.
NB: There are currently 134 primary and intermediate and 25 high schools in the city.
It is envisaged that the steering group would assume responsibility for the "Safe Routes to School" programme and co-ordinate all other Council activities concerning road safety at schools.
Road Safety at Schools Steering Group
Staff Resources
The Parking Operations Unit has employed a Road Safety Education Officer, Tim Ashton who has been involved with road safety at the school gate. Mr Ashton was engaged in a programme initiated by the Spreydon/Heathcote Community Board in response to community concerns about road safety outside the school gate. The programme involved schools in the Spreydon and Heathcote wards:
Stage 1
To provide liaison re road safety issues at the school gates and environs, between the school and the Council.
Stage 2
To approach every school in the area and identify problems relating to the children's safety, entering and leaving the school gates.
Stage 3
From the information received, via Principals, Board of Trustees and students to provide detailed proposed safety features to appropriate areas of responsibility within the Council, and to work on strategies with the school that improves safety at the gate.
Stage 4
Evaluate the requested alterations with the affected units of the Council.
Stage 5
Inform all schools surveyed of decisions made regarding requests and time frame for completion.
Stage 6
Maintain an ongoing liaison with schools and Council Units involved in safety requests.
Stage 7
Evaluate effectiveness of measures implemented.
Road safety at the school gate is an important issue. There is a continuing role for a Council Road Safety Education Officer who would work with schools to ensure that road safety practices at the school gate are working satisfactorily and be able to liaise with the NZ Police and Council parking wardens on enforcement issues and City Streets Officers on engineering matters.
This person should continue to be employed by the Parking Operations Unit and be able to cover all schools in the city.
The City Streets Unit will be appointing a school's liaison officer as part of a reorganisation of existing staff responsibilities. This person will be responsible for co-ordinating all road safety initiatives with schools in the city and become the principal contact for school road safety maters. He/she will be the City Streets advocate for schools.
Recommendation:
1. That a "Road Safety at Schools" steering group be formed with reporting responsibility to the City Services Committee via the Christchurch Co-ordinating Committee for Traffic Safety.
2. That the Councillor representatives on the Road Safety at Schools Steering Group be Councillor Carole Anderton and Councillor Ron Wright.
3. That the Parking Operations Unit continue to provide for the monitoring of parking at schools.
4. That the Council extend the Safe Routes to School programme to 12 schools in 1997/98.
(iii) TRAFFIC SAFETY WORKS ON SCHOOL GROUNDS - GUIDELINES
Background
Discussion has been held both at this Committee and at various Community Boards on how to resolve some serious and complex road safety issues affecting various schools around Christchurch. For some of the cases currently being addressed the construction of slip lanes and temporary drop off points on school grounds is clearly an option, particularly where there is no available road reserve space for similar construction.
This issue was raised again at the recent City Services Seminar on Road Safety at Schools with the request that Guidelines be set out.
Considerations
The primary consideration must be to create the safest possible environment at the school for the movement of children, parents and school staff, as such it is appropriate to consider all possible solutions and options.
The Council and the School will generally have largely similar goals to achieve in determining options and appropriate solutions and it is therefore reasonable to assume that both parties will be willing to contribute to a successful resolution.
The Council, if it is to make an investment, either on the road reserve or on other land, will want to ensure that this investment is suitably protected and will generally prefer to target this investment on land which it controls.
GUIDELINES
Where issues relating to road safety at schools are raised the following Guidelines are used:
That the cause(s) of the road safety problem(s) are clearly identified and agreed to by the Council and the school community and that joint working groups be formed to address the issues as described below.
That all valid options and solutions are considered to address the cause(s), this should include consideration of:
If, after considering the various options, it is agreed that an engineering solution on school grounds is preferred then the Council agree to consider such applications through its Annual Plan processes. The basis for Council consideration shall be:
1. That the land for the engineering solution be provided at no cost; and
2. That the land required for the engineering solution is vested as legal road.
The vesting of school grounds as legal road will require the approval of the Ministry of Education and this approval should be received prior to any application to the Council for funding.
Recommendation: That the Guidelines for Traffic Safety Works on School Grounds be approved.
PART B - REPORTS FOR INFORMATION
6. STRATEGY FOR CHILDREN RR 5590
(i) SEMINAR 19 JUNE 1997
The Committee received a report on the seminar held on Thursday 19 June 1997 to discuss road safety at schools. The Committee requested that copies of the report of the seminar be forwarded to deputations who have made submissions to this Committee.
(ii) ADDINGTON SCHOOL
A meeting was held on Wednesday 25 June 1997 with the Addington School to discuss a traffic study that was undertaken by the Council to determine the level of safety and activity associated with the Addington School. The initiatives and recommendations from the meeting are being followed up and will be reported to meetings of the Spreydon/Heathcote Community Board and the City Services Committee in August.
The Committee requested that the Spreydon/Heathcote Community Board be invited to forward comments to this Committee.
7. NZ POLICE, TRAFFIC SAFETY BRANCH REPORTS
The Committee received reports from Inspector Jim McKee on:
- Operation "Restraint" 22-30 April 1997
- Operation "Vehicle Fitness" 12-25 May 1997
- Operation "CAAPS" 9-10 May 1997
8. NATIONAL ROAD SAFETY CO-ORDINATORS CONFERENCE RR 5581
The Committee received the report on the National Co-ordinators Conference held in Wellington from 16-18 April 1997.
9. TRANSPORT MANAGEMENT REFORM INITIATIVES RR 5584
The Committee received a report on recent initiatives from the Ministry of Transport relating to transport management. Submissions have been prepared and will be considered at a special meeting of the City Services and Strategy and Resources Committees in August.
10. WOOLSTON/BURWOOD EXPRESSWAY DESIGNATION TRAVIS ROAD TO MAIREHAU ROAD RR 5601
The Committee was advised of options for the Woolston/Burwood Expressway designation from Travis Road to Mairehau Road. The road designation between Travis Road and Mairehau Road is a remnant of the comprehensive transport plan for Christchurch developed in the 1960s.
The Committee supported for transport planning purposes the conclusions and recommendations contained in the Transport Planning Engineer's report and referred them to the Environmental Committee.
The meeting concluded at 4.00 pm
CONSIDERED THIS 23RD DAY OF JULY 1997
MAYOR