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26. 11. 97
CITY SERVICES COMMITTEE
11 NOVEMBER 1997
A meeting of the City Services Committee
was held on Tuesday 11 November 1997 at 2.00 pm
| PRESENT: | Councillor Denis O'Rourke (Chairman), The Mayor, Councillors David Close, Graham Condon and Carole Evans. |
| APOLOGIES: | Apologies for absence were received and accepted from Councillors Carole Anderton, David Buist, Garry Moore and Ron Wright |
| The Mayor left the meeting at 2.45 pm and was present for clauses 1, 2 and 10. | |
| Councillor Carole Evans left the meeting at 4.00 pm and was not present for clauses 8 and 9 and 14 to 20. | |
| ABSENT: | Councillor Ian Howell. |
The Committee reports that:
PART A - MATTERS REQUIRING A COUNCIL DECISION
1. BUCHANANS ROAD/POUND ROAD GIVE WAY CONTROLS RR 6174
| Officer responsible | Author |
| City Streets Manager | Paul Burden, Area Traffic Engineer |
| Corporate Plan Output: Advanced Transport Planning 9.6 text 12 | |
The purpose of this report is to seek approval of the Council to install give way controls at the intersection of Buchanans Road and Pound Road. Both Pound Road and Buchanans Road are arterial roads, thereby requiring consent of the Council.
Construction of the roundabout at the Buchanans/Pound intersection is approaching completion. The roundabout replaces the previous intersection layout which comprised stop controls on Buchanans Road. Members may be aware of the need to improve the intersection in the interests of traffic safety.
| Recommendation: |
|
| 2. | BARBADOES STREET/EDGEWARE ROAD INTERSECTION PROPOSED TRAFFIC SIGNALS | RR 5635 |
| Officer responsible | Author |
| City Streets Manager | Dave Armstrong, Signals Design Engineer |
| Corporate Plan Output: New Construction, Safety Works | |
The purpose of this report is to obtain approval of the Council to install traffic signals at the Barbadoes Street/Edgeware Road intersection.
BACKGROUND
It is proposed to install traffic signals at the intersection of Barbadoes Street and Edgeware Road to reduce the high number of crashes presently occurring there. The proposed layout of the traffic signals is attached.
A crash investigation study was undertaken in 1994 as this intersection was diagnosed as a crash blackspot. The study team included representatives from the City Council and the Land Transport Safety Authority. No firm recommendation from the study was stated but a course of action of installing traffic signals was suggested.
Further study was undertaken in 1996 where traffic signals were evaluated in a Benefit/Cost analysis (refer to later in this report). From that analysis, the installation of signals is being recommended as a safety option.
A publicity pamphlet on the traffic signal proposed was circulated in August 1997. Consultation with the local businesses was also undertaken. Feedback received from residents was in favour of the signals but concerns from the business owners of the reduced car parking were raised.
The traffic signal proposal was supported by the Shirley/Papanui Community Board at its meeting on 29 October 1997.
TRAFFIC NETWORK
Barbadoes Street is classified as a collector road and currently carries approximately 8,000 vehicles per day. It is a link road from the Mairehau and Shirley areas to the city centre and to the south of the city.
Edgeware Road is classified as a collector and carries about 4,000 vehicles per day.
This intersection is presently controlled by Stop signs and splitter islands on the Edgeware Road approaches.
CRASHES
(a) Existing
In the 5 year period from 1992 to 1996 there have been 16 reported injury (1 serious and 15 minor) and 13 reported non-injury crashes. This equates to an injury rate of 3.2 crashes per year.
The predominant type of collision involves vehicles travelling along Barbadoes Street being hit at right angles from vehicles failing to stop on Edgeware Road. All crashes except 1 minor and 1 non-injury have been this type of crash.
One factor with these crashes is the lack of visibility for vehicles on Edgeware Road due to parked vehicles on Barbadoes Street obscuring vehicles on that street.
During the 5 year analysis period there was 1 reported minor injury crash involving a cyclist but none with pedestrians.
(b) Proposed Traffic Signals
The crash rate with traffic signals at this intersection is predicted to be 1.4 injury crashes per year (a 55% saving over the existing layout). This rate is based on the average for all signalised intersections in Christchurch.
DELAYS
With the current intersection layout, delays are minimal to traffic on Barbadoes Street but can be high on the Edgeware Road approaches especially during morning peak. However the volume of vehicles on Edgeware Road is low during this peak time.
The installation of traffic signals will decrease the Edgeware Road delays but increase the delays for Barbadoes Street traffic as they will now be controlled by the signals.
CAR PARKING
The proposal to install traffic signals requires some changes to existing car parking areas near the intersection.
On the east side of Barbadoes Street outside the shopping complex one car park is to be removed. Two car parks on Edgeware Road outside the Corner Market are also to be removed.
From further consultation with the businesses, the bus stop on Barbadoes Street near the Corner Market will be shifted to north of the intersection therefore allowing one new park to be installed. Two additional parks will be provided on Barbadoes Street outside the Furniture Shop by reducing the 'no-stopping' lines.
B/C ANALYSIS
The calculated Benefit/Cost ratio for the installation of traffic signals is 7.8 with an estimated cost of $74,000. The work has been accepted by Transfund New Zealand for subsidy and is currently in the 1997/98 Roading Programme. Construction is scheduled to start in early 1998.
CONCLUSION
The reported injury crash rate at the intersection of Barbadoes Street and Edgeware Road is currently 3.2 crashes per year. In the 1992 to 1996 period there were 1 serious, 15 minor and 13 non-injury reported crashes. These are predominantly between vehicles on Edgeware Road conflicting with through vehicles on Barbadoes Street.
The installation of traffic signals is expected to decrease the crash rate to about 1.4 injury crashes per year. Although there are no reported crashes the signals will also make it safer for pedestrians to use the intersection.
Presently there are delays to the Edgeware Road traffic during the morning peak period but with the proposed installation of the signals these delays will decrease. However there will be an increase in delays to the Barbadoes Street traffic as they will now be controlled by these new signals.
With the traffic signal proposal and outside the shops, there will be a loss of one car park on Barrington Street and two car parks on Edgeware Road. However, from consultation with the business owners, the shifting of a bus stop and the reduction in 'no stopping' markings will provide three new car parks on Barbadoes Street.
The estimated cost for this project is $74,000. A Benefit/Cost ratio of 7.8 has been calculated resulting in financial assistance from Transfund New Zealand. Construction is scheduled to start in early 1998.
The traffic signal proposal was supported by the Shirley/Papanui Community Board at its meeting on 29 October 1997.
| Recommendation: | That the Council approve the installation traffic signals at the Barbadoes Street/Edgeware Road intersection to address the high occurrence of crashes. |
3. HOSPITAL CORNER CYCLE PROJECT RR 6472
| Officer responsible | Author |
| City Streets Manager | Alix Newman, Transport Projects Officer |
| Corporate Plan Output: Cycleway Planning/Implementation; p9.5.37 & 38 | |
The purpose of this report is to advise the Council of the status of the Hospital Corner Cycleways Projects and other cycle planning activities.
The Hospital Corner area is one of the key roading intersections in the city in relation to the developing cycle network. There is $100,000 budgeted for this project this year. The proposed works in the area provide for easier and safer cycle access in all movement directions around the corner area.
The key elements of the project involve development of additional paths connecting North and South Hagley Park to the intersection, allowing cyclists to move against the flow of vehicles on Tuam Street on a fully separated and protected cycle path, cycle lane marking on Riccarton Avenue and Oxford Terrace, and clear marking of cycle waiting positions at all intersection points (plan attached).
This project will offer significant safety improvements for cyclists at the intersection area (6 accidents recorded in the last 5 years), and significant improvements in movement around the area, particularly as the project will allow some movement patterns that vehicles do not have.
Further money will be sought next year for completion of the project which will involve the narrowing of the median island, but these matters will need to undergo further consultation.
| Recommendation: | That the Council approve the Hospital Corner Cycle Project for consultation and subsequent development. |
4. SHIRLEY SCHOOLS CYCLE PROJECT - NORTH PARADE RR 6308
| Officer responsible | Author |
| City Streets Manager | Alix Newman, Transport Projects Officer |
| Corporate Plan Output: Cycleway Planning/Implementation; p9.5.37 & 38 | |
The purpose of this report is to advise the Council of the status of the Shirley Schools Cycleways Projects and other cycle planning activities.
The Shirley Schools Cycle Project is a multi-year project to improve cycle safety, access and convenience around the school in the Shirley area. At the City Services meeting of 10 September, a plan of the proposing narrowing the north-bound lane of North Parade, from the cycle crossing signals to Shirley Road, was presented.
The meeting raised the possibility that the proposals may not go far enough in providing for cycle and pedestrian safety and convenience. It was suggested that the length of North Parade, from Averill/Poulton intersection to New Brighton/Shirley intersection should be narrowed on both sides to provide for separated pedestrian paths, cycle paths and traffic lanes.
PROJECT DETAILS (Plan attached)
| North Parade - Partial Narrowing | North Parade - Full Narrowing |
| (option initially presented) | (option proposed by meeting) |
| Partial narrowing reduces the width of the north-bound traffic lane from crossing signals to Shirley Road intersection. | Full narrowing reduces the width of both
sides of North Parade from Averill Street to Shirley Road
intersection. |
|
|
| North Parade - Partial Narrowing | North Parade - Full Narrowing |
|
|
| The partial narrowing project is expected to cost approximately $160 000, and this costs is derived from the following work: | The full narrowing project is expected to cost approximately $600 000, and this costs is derived from the following work: |
|
|
DISCUSSION
There are no examples in New Zealand of combination dual-use path and cycle lanes, or exclusive, parallel, pedestrian path-cycle path-road combinations, although there are overseas examples of each.
Both options are possible, the only real difference is in the cost.
Both offer significant increases in perceived, and physical cycle safety, but in slightly different ways. The two options come out approximately even in the safety equation:
Overseas experiences suggest either will be an improvement over the present situation.
With the peak numbers of cyclists and pedestrians at specific times, there will be considerable cycle and pedestrian congestion on any pathway dedicated to their use.
For The Full Narrowing Option:
It would be unrealistic to expect school children to show the discipline required to separate into pedestrian and cycle flows - essentially to two distinct paths would become one dual-use facility anyway.
Any straight through cyclists will either have to use the narrower road way, or face intense congestion on the cycle path.
For The Partial Narrowing Option:
Pathway congestion will be a little more intense.
There will be freer, and somewhat safer movement on the road.
COMPROMISE RECOMMENDATION
There is inadequate funding available this year to complete either option fully. Therefore, it is recommended that the kerb line on the west side, from the crossing signals to the Shirley Road lights be moved. The widened berm will accommodate separately marked cycle and pedestrian paths (as per the request of the September meeting), but the carriageway will retain a width of 5m (minimum standard for road of this standard). The cycle and pedestrian paths are wider than the original proposal, but not as wide as the full option.
By limiting this year's work to this single stretch of kerb line, the costs will be kept at the budgeted amount. The widening of additional path lengths will be included in next year's budget. The extent to which this occurs, will need to be determined by this Committee at a later stage.
| Recommendation: | That the compromise option for partial narrowing of North Parade, in accordance with the plans presented at the Committee meeting, be approved by the Council but that for a trial period of six months the proposed cycle lane on the western side of the roadway be not marked. |
5. FERRY ROAD CYCLE LANES RR 6475
| Officer responsible | Author |
| City Streets Manager | Alix Newman, Transport Projects Officer |
| Corporate Plan Output: Cycleway Planning/Implementation; p9.5.37 & 38 | |
The purpose of this report is to advise the Council of the status of the Ferry Road Cycle Lane marking proposal (plan attached).
At the September meeting of the City Services Committee, a number of options for cycle lanes on Ferry Road, between Tunnel Road roundabout and Humphreys Drive, were presented. The Committee requested that a small working party be formed to consult with the local business owners regarding parking issues. The general feeling which emerged from the meeting is that parking really needs to be retained for these businesses, and that the consultation process needs to discuss where the parking should be (on-road or off-road), and where the cycleway should be (similarly on-road or off-road).
Since that meeting, the local businesses have held their own discussions with local MP David Carter, and he has written to the Council recommending that we retain the on-street parking where it is now, and build a footpath/cyclepath on the grassed areas in front of the businesses on the south side. They have even volunteered some of their land frontage for path use. This Business Option is of no direct cost to these businesses.
From a cycle planning and design perspective, this option is less than ideal. Ferry Road cycle route is a cycle arterial, and in this capacity is better served by on-road cycle lanes. In addition, the off-road path requires entry and exit treatments. In this case two lanes of arterial traffic will need to be crossed at either end. The continuity aspect of the path alone is inadequate for it to function as a cycle arterial - most cyclists will stick to the road.
Giving consideration to the view expressed by the business group, this committee at its last meeting, and the cycle planning evaluation of facilities, a new City Street Option has been developed. This option retains on street parking along the south side of Ferry Road, in front of the businesses, but removes it from the front of the businesses on the north side - these businesses have plenty of off-street parking on their frontages (south side businesses have parking at rear). Cycle lanes are marked continuously on both sides of the road. It has always been the intention to develop a footpath in this area, and this will be made wide enough to cater for cycle flow as well as pedestrians - therefore cyclists who choose to, can make the road crossing, meanwhile the predominant cycle movement is catered for in the best practice by cycle lanes.
Removal of the parking on the north side also allows the flush median to be widened to create a safe right-turn facility into Settlers Crescent.
An inset bus-stop is developed on the south side, at the stop's current position. The inset prevents the stopped bus from blocking the cycle lane.
In summary, the City Streets option is seen as catering for all inputs in the most effective manner possible.
| Recommendation: |
|
6. RACECOURSE ROAD/YALDHURST ROAD INTERSECTION RR 6510
| Officer responsible | Author |
| City Streets Manager | Roger Cave, Brian Neill |
BACKGROUND
At the 13 May meeting of the Council, consideration was given to a report from the Riccarton/Wigram Community Board relating to a proposal to construct a seagull traffic island at the Racecourse Road/Yaldhurst Road intersection.
The City Services Committee had decided to endorse the Community Board's desire to seek public opinion on a proposal to construct a seagull island, and that the matter be researched and reported back to the Committee.
Subsequently, in June, a pamphlet was distributed seeking feedback on the seagull island.
REPORTS
Area Traffic Engineer Paul Burden reported to the August meeting of the Board in which he detailed the results of the feedback from the publicity pamphlet distributed to the local community regarding the proposal to construct a "seagull" island in Yaldhurst Road at the Racecourse Road intersection.
The report noted that a total of 30 responses had been received comprising 24 in writing and six by telephone. A petition signed by 208 persons in support of the proposal had been received as well as a further petition signed by 64 persons in opposition. Generally those submissions made in opposition were on the grounds of safety, accessibility and loss of revenue to local businesses.
A further matter raised by submitters was the need to look at the "bigger picture" in that Yaldhurst Road being an arterial road had a growth in traffic volumes and in recognition of this, four laning of the road was planned for 1998/99 and 1999/2000.
The report also noted that there was no financial commitment from any Council or Board budget to construct the island which was estimated to cost $35,000.
The City Streets Unit did not support the proposal to construct a "seagull" island for the following reasons:
Safety - The island would reduce the risk to right turning traffic out of Racecourse Road but will potentially create a hazard to through traffic.
Priority - The intersection did not have a high accident rate in comparison to other intersections along Yaldhurst Road, in particular Withells Road.
Timing - The island would need to be removed when Yaldhurst Road is widened to 4 lanes between Racecourse Road and Russley Road.
The report recommended that the Council defer the proposal pending the outcome of the design investigation for the four laning of Yaldhurst Road and that in the interim a "through traffic left lane" sign be erected on Yaldhurst Road prior to the intersection.
The Board also had tabled before it, a report prepared by Mike Gadd & Associates on behalf of local businesses who were opposed to the island proposal.
With the Gadd report just having been presented, it was agreed that the matter lie on the table for further consideration at the Committee's September meeting.
OUTCOME OF THE CONSULTATION PROCESS
The outcomes of the 23 September Traffic Committee were reported to the 1 October Board meeting.
Members of the Board's Traffic Committee were in receipt of the two reports, previously received, from the Area Traffic Engineer and Mr M Gadd.
A submission had also been received from Mr S Kerr and a 1,368 signature petition, in opposition, from the petrol station.
Mr Burden gave a summation of his earlier report, the recommendations of which were to defer the proposed seagull island, and that appropriate signage be erected (in view of four laning commencing in 1998/99).
Mr N McGuigan (as a ratepayer and representative of the local businesses), owner of McEwing Ski Hire, addressed the Committee first. Matters of concern included:
Unable to organise petitions due to work pressures
No effective cost benefit identified
Consultation process shortcomings
No invitation from Traffic Committee to participate in site visit
(March)
Time taken to this point excessive and costly
'Proposal' created unnecessary concerns to business people and
residents
Pamphlet wording not balanced
Early participation, as a 'stakeholder' in the consultation
process, should have been invited
Mr T Abbott, owner of the Shell Service Station, then addressed the Committee:
No improvement to safety identified by proposal
Danger of heavy motor vehicle manoeuvres, concern for resident
movements
Carriageway too narrow
No injury accident history
Signage and enforcement only requirement
Effects of businesses if proposal is adopted
Large number of customers signed petition unsolicited
High speed of heavy motor vehicles
Mr S Kerr, a local resident (adjoining the Service Station site), commented on the issues of safety and heavy motor vehicle speed.
Mr R Odams was also invited to comment (as a resident and engineer):
Large volume of growth on Yaldhurst Road
Imminent four laning
Supports Area Traffic Engineer's recommendation
Seagull proposal will not work within current road configuration
Business access and visibility problems, as is current on-street
parking
Suggestions made to relieve problems identified
Mrs M Shimmin, chairperson of the Riccarton Park Residents Association, also spoke:
Current speed limit needs enforcement
Proposed certain compromises
There was general discussion on the 'process' followed, having taken six months to this point and not involving local businesses at the outset.
The Board's Traffic Committee was unanimous in their acknowledgment the work undertaken by the community (as represented by those persons present) on this issue.
At its 1 October 1997 meeting the Board decided to ask -
Arrangements have been made to install a suitable "Through Traffic Left Lane" sign on the Yaldhurst Road west approach to the intersection along with reflective raised pavement markers on the lane markings associated with this junction.
| Recommendation: |
|
7. STANMORE ROAD/TUAM STREET SECTION RR 6512
| Officer responsible | Author |
| City Streets Manager | Weng-Kei Chen, Asset Policy Engineer |
| Corporate Plan Output: Roading Land 9.5 text 14 | |
The purpose of this report is to consider the Hagley/Ferrymead Community Board's request to retain the section at the corner of Stanmore Road and Tuam Street as a roadside enhancement to improve the visual amenity of the area. The decision reached at this meeting may also provide a guide to staff in determining the future of those sections in similar circumstance.
BACKGROUND
The section is 360 m2 and is a complying building section in Living 3 zone. Directly opposite this parcel of land is Business Zone 3B. This section was created after road widening works and is surplus to roading requirement. The piece of land was the subject for discussion at Board level on three occasions.
LAND ACQUIRED FOR ROAD WIDENING
The required land for road widening purposes is normally purchased through road designation process. However there is occasion when the entire property has to be purchased due to "hardship" on the part of vendor and/or other practical reason eg building need to be removed. In this situation inevitably land surplus to roading requirement will be created. Surplus land is normally disposed of when the projects are completed. This practice should continue as the land has little value to the roading network. The enhancement of street environment in most situations can be achieved within the normal road widths eg street trees, berms and minor landscaping. The retention these surplus parcels of land (small lots) needs to be reviewed in terms of their functions and appropriate land classification be determined to reflect Council's operations and City Plan's objectives. In general City Streets Unit will not support these pockets of land to be legal road unless they are the required for compliance with rules and objectives of the City Plan.
The land opposite the Stanmore Road section is zoned Business 3B and the Environmental Policy and Planning Unit has recommended that a portion of land (as indicated in the attached plan) be maintained in the Council's ownership. This recommendation is consistent with the landscape provision for business areas and accordingly the City Streets Unit will support this concept and will include this particular portion of land as legal road. The balance of the parcel of land is therefore recommended for disposal.
The Committee when considering this report supported the Hagley/Ferrymead Community Board's view that the land should be retained and landscaped to enhance the street environment. The Director of Policy undertook to discuss with appropriate units the maintenance of areas held for this purpose.
| Recommendation: |
|
| 8. | INSTALLATION OF TIMBER BATTENS FOR RESURFACING OF FOOTPATH WORKS | RR 6511 |
| Officer responsible | Author |
| City Streets Manager | Weng-Kei Chen, Asset Policy Engineer |
| Corporate Plan Output: Roading System Maintenance text 9.5 text 39 | |
The purpose of this report is to review the present practice for installation of timber battens during footpath resurfacing works.
PRESENT PRACTICE
The installation of timber battens is necessary to retain the metalcourses in the repair area. This work is carried out prior to final surfacing. There is no technical reason to install a batten when the existing surface is being overlaid.
As part of the notification of footpath resurfacing work the residents are given the opportunity to request work be carried out at their cost. The works include:
i. Extension of vehicle crossing
ii. Sealing of service strips
iii. Installation of timber battens for grass berms.
Approximately 300 requests per year for works are received. The Council resurfaces 90 km of footpath which is equivalent to resealing an estimated 4,500 frontages.
From the 300 requests
i. 90 requests for service strip sealing
ii. 170 requests are for batten installation
iii. 40 requests are for vehicle crossing extensions.
The request for batten installations are mainly from residents who have a high standard of garden maintenance and are willing to pay for the service. The cost of batten installation per frontage is about $110 and the same also applies to sealing of the service strip. The cost of each of these requests is equivalent to approximately 30% of the cost of resealing of footpaths per frontage.
The present level of funding for footpath resurfacing is $1.61M and this enables approximately 90 km of footpath to be resurfaced. If timber battens are installed in all cases at the time of resurfacing works, the amount of reseal will have to decrease by about 30% for the same level of funding.
Recommendation: That the present practice on footpath resurfacing be maintained.
9. NO 1 PUMPING STATION STANDBY GENERATORS RR 6482
| Officer responsible | Author |
| Waste Manager | M P Bourke, Liquid Waste Manager |
| Corporate Plan Output: Liquid Waste Pumping | |
The purpose of this report is to seek approval to accept a tender for the replacement of standby generators and switchboard at the No.1 Pumping Station.
BACKGROUND
The No.1 Pumping Station on the corner of Woodham Road and Pages Road pumps over half the city's wastewater to the Christchurch Wastewater Treatment Plant. The station has six pumps and 930 KW of installed pumping capacity.
This 1958 pumping station, was originally built with two standby generators to be operated in the event of power failure at the station. Failure of the stations power supply systems results in large overflows of sewage into the Avon River at Gloucester Street within a few minutes of loss of power. Fortunately power supplies have been very reliable with the standby generators required to be run on only a few occasions due to loss of supply. We have also been fortunate that there has never been a natural disaster that has knocked out power for a significant period. The generators have been run in recent years to offset the cost of peak power and during the 1992 power crisis. The two generators (540KW each maximum) have never been able to run in parallel due to poor engine control characteristics.
The engines are very old (pre 1940) and have become increasingly expensive to maintain. The last quotation for the parts was $60,000. It was decided at that time to scrap one of the generators and use it for spares to keep the other generator in operation, and to budget for replacement. A total of $150,000 is provided in the current 1997/98 budget.
REPLACEMENT OPTIONS CONSIDERED
The first option considered was the simple replacement of one generator set now with the replacement of the second generator set in several years time. No consideration has been given as to what might be required to be done to the main switchboard should any change in generator size be considered.
A range of generator sizes and types have been evaluated and priced including the installation of one larger generator instead of two smaller generators. The present arrangement of two smaller generators offers significant advantages in terms of operational flexibility and security of supply.
An investigation into the current state of the switchboard has revealed that the electrical services have been well maintained and presently achieve their intended purpose. However, the intended replacement of the generators has highlighted the major shortcomings in performance and standards attributed to age and original design of the existing switchboard. These shortcomings include low level of separation, exposed live conductors and obsolete performance characteristics of the switchgear. Expert opinion is that the upgrade of the present switchboard is not viable, and that it is clear that the distribution enclosure and switchgear require replacement in the near future so as to maintain pump station reliability.
Given that the switchboard requires replacement the opportunity now exists to provide additional switchboard equipment that will allow the operation of the proposed new generators in parallel with the grid and to export power to the grid at peak times. The Energy Manager has carefully evaluated this option and has received an indication from the NZ Energy Efficiency and Conservation Authority (EECA) that such an installation for export to the grid is likely to receive an interest free loan from EECA for funding the project. A one-off loan administration fee is charged when the loan is uplifted. The benefits of this option to the Council will be annual energy cost savings in the order of $78,000. Estimated payback period for the additional capital expenditure is 3.6 years.
TENDERS SOUGHT
Tenders were sought for a number of engine generator size combinations and finally refined to prices for two engine generator sets of similar size to the existing sets. Included in these tenders was the installation of all equipment plus upgrade and installation of a new switchboard. Tenders received are as follows:
| Appleby Engineering | Detroit DD800 800kVA | $617,000 |
| Gough, Gough & Hamer | Caterpillar 3412 DISTA 750kVA | $662,738 |
| Entech Systems Limited | Perkins 3012 TAG3A 800kVA | $698,581 |
| PowerHire Limited | Perkins 3012 TAG3A 800kVA | $729,314 |
| David Brown Contractors | Perkins 3012 TAG3A 800kVA | $775,203 |
FUNDING
As outlined above only $150,000 has been allowed on the current budget. A further $100,000 will be available from the Liquid Waste renewals and replacement budget due to tendered prices on three items being below the budget allowance and $170,000 will be available from the No. 57 Pressure Main renewal item where an indepth risk analysis has indicated an "on the bridge" replacement rather than the more expensive directional drilling under the Heathcote River that was budgeted for. The balance of the required funding has been applied for from the Energy Efficiency and Conservation Authority.
| Currently budgeted | $150,000 |
| Liquid Waste Renewals | $100,000 |
| No. 57 Pressure Main | $170,000 |
| EECA funding required | $200,000 |
| Total | $620,000 |
The $150,000 allowed on the budget in 2001/02 for replacement of the second generator would not be required if the project proceeds in the current financial year.
| Recommendation: |
|
PART B - REPORTS FOR INFORMATION
10. ADDINGTON SCHOOL TRAFFIC SAFETY RR 5685
The City Services Committee and the Spreydon/Heathcote Community Board have been holding discussion with the Addington School on traffic safety issues. The Area Traffic Engineer, Paul Burden, compiled a report "Addington School Traffic Study" in June 1997. This report formed the basis for discussion with Addington School representatives at the City Services Committee meeting on 25 June. The school has three entrances. One (from Simeon Park) is for pedestrians only. The Brougham Street and Somerset Crescent entrances are used by motor vehicles as well as pedestrians. The report to the Committee dealt with progress made on current initiatives, the most recent meeting being held at the Addington School on Monday 13 October 1997.
Discussions with the Addington School community have been worthwhile and much progress has been made to resolve the issues concerning safe routes to school and strategies to overcome problems concerning traffic flow along Brougham Street. The City Services Committee considered that a co-ordinated approach to the initiatives planned for improving traffic safety for children travelling to and from Addington School is desirable.
The Committee has recommended that a change in the timing for the commencement of work in Somerset Street be made by bringing forward this project to 1998/99 and delaying the completion of work on kerb and channel replacement in Princess Street. A similar change is required for work in Tainui Street. Work on these two programmed works would then be spread over two rather than one financial year to allow work on Somerset Crescent to proceed in the 1998/99 year rather than 2000/01.
The Committee also considered that because of the current constraints on Council expenditure, the draft budget provision ($160,000) for Somerset Crescent would need to stand. The effect of this is that underground wiring cannot be considered for Somerset Crescent and that an additional $40,000 is required to complete the work in accordance with the Option 3 scheme plan attached to this report. The additional money is required to create a recessed parking area near the school entrance and introduce a cobbled platform at the entrance itself. The Committee has recommended that the Spreydon/Heathcote Community Board consider committing $40,000 from its project funds for 1998/99. The total cost of this project (Option 3 without the underground wiring option) is estimated at $200,000.
It was resolved:
11. REPORT OF THE CYCLE STEERING GROUP RR 6476
The Cycle Steering Group met on the evening of Wednesday 29 October and a full report of that meeting will be presented to the December meeting of the Committee. However an immediate issue arose from the Steering Group.
The proposal to enlarge the Bexley/Breezes/Bridge/Dyers roundabout raised concerns for the group. Cyclists have found multi-entry roundabouts a most significant type of danger area for cyclists. Excessive entry speeds and excessive visibility were also concerns of the Steering Group. The Steering Group recommended that the design for this roundabout be reviewed to assess the possibility of improving cycle safety, access and convenience, while also incorporating the required improvements to vehicle safety.
The Committee requested that a further report on this project be prepared for consideration at its meeting on 2 December 1997.
12. HAMILTON CYCLE SYMPOSIUM RR 6477
The Committee was informed of the attendance of Council officers at the Hamilton Cycle Symposium in mid-October. It was noted by those who attended that Christchurch leads the country in the focus and attention it is giving cycling, cycle safety, and cycle facilities improvements. There were no areas under discussion that Christchurch did not have somebody working on or promoting.
13. RAILWAY CYCLEWAY CONSULTATION RR 6478
The Committee was advised of the progress on the consultation process of the railway cycleway.
There were a total of 785 responses from residents to the consultation questionnaire. The numbers in support were 725, against 47, no answer 13. There were a total of 96 responses from local residents. Those in support numbered 63, against, 33.
Further detailed design work is being undertaken to incorporate the design concerns expressed by the opposing local residents. The latest detailed designs will be presented to the next meeting of the City Services Committee.
14. THREE MONTH REPORT - CITY STREETS UNIT RR 6491
A new financial reporting regime has been introduced in the light of over expenditure by the City Streets Unit in the 1996/97 financial year.
The financial results for the 1996/97 year mirrored to a certain extent previous years results with varied levels of over expenditure occurring in both operational and capital programmes. A more rigorous approach to monitoring variations in expenditure has been instituted for the 1997/98 (and beyond) financial year.
The three month review of City Streets expenditure has shown that expenditure trends in the first part of the financial year were similar to last year. The Acting City Streets Manager proposed that maintenance activity be reduced in some key areas and that various capital works projects be reprogrammed to bring the expenditure back within budget.
Committee members considered it imperative that essential service standards be maintained.
It was resolved:
1. That the following maintenance budget over-runs be authorised in order to maintain essential service standards:
| (a) | Footpath resurfacing | +180,000 |
| (b) | Structural maintenance | +25,000 |
| (c) | Major pedestrian areas | +3,000 |
| (d) | Landscape maintenance | +155,000 |
| (e) | Pedestrian area clearing | +129,000 |
| (f) | Street sweeping | +60,000 |
| (h) | Miscellaneous | +10,000 |
| ----------- | ||
| Sub-total | 562,000 |
Less budget under-runs identified:
| (i) | Carriageway maintenance | -4,000 |
| (j) | Kerb and channel | -20,000 |
| (k) | Footpath surfacing | -50,000 |
| (l) | Street lighting | -85,000 |
| (m) | Traffic signals | -3,000 |
| ----------- | ||
| Total | +400,000 | |
| ====== |
And that this total be funded by way of the six month review.
15. WATER SUPPLY PIPE FAILURES RR 6398
A further report on the resolution of investigations into the two premature water pipe failures that occurred were reported to the Committee. Work in Thames Street to replace the pipe is about to commence and should be completed by Christmas. The pipe manufacturer has formally agreed to meet the full cost of this work.
It has been revealed that pipe in Gunns Crescent was supplied by two manufacturers, not one. Samples of the failed pipe have been independently tested and found to be only marginally substandard compared with the requirements of the 1989 standards. Because the pipe testing has been inconclusive, the manufacturers have declined to accept responsibility. The Committee has not accepted the officer's recommendation that the costs be born by the Council and have requested that legal action to recover the cost of replacing the pipe in Gunns Crescent be fully investigated and reported back to the Committee.
| 16. | NATIONAL BENCHMARKING OF WATER SUPPLY ACTIVITIES | RR 6455 |
The Committee was advised of a new initiative that seeks to annually report this Council's performance in the delivery of water supply and liquid waste services, compared to the performance of other water and waste utility operations. Coopers and Lybrand initiated discussions in 1995 to gauge local authority interest. The first results were reported in June this year and the data for the second round of results is being collected now. A summary of results was reported to the Committee. The results of this benchmarking show that the Council's delivery of service in the water supply area is significantly more efficient than the participant average.
| 17. | PROGRESS WITH IMPLEMENTING WASTE MINIMISATION WITHIN CHRISTCHURCH CITY COUNCIL | RR 6479 |
The Committee received a report outlining progress to date with the implementation of this programme. The Committee sees a greater need for encouragement of staff to recycle paper and has requested that clearly labelled bins be provided throughout the Civic Offices for recycled paper in addition to standard rubbish bins.
PART C - REPORT ON DELEGATED DECISIONS TAKEN BY THE COMMITTEE
| 18. | CHRISTCHURCH WASTEWATER TREATMENT PLANT ASBESTOS REMOVAL | RR 6481 |
The Waste Manager sought the authority of the Committee to transfer some funds from the Wastewater Treatment Plant upgrade to allow removal of all asbestos from the Wasterwater Treatment Plant Operations building. In view of the deteriorating condition of asbestos and the health and safety concerns it was proposed that all remaining asbestos be removed under one contract rather than removing it in a piecemeal fashion over several years.
It was resolved that tenders be called for the removal of all asbestos from the Operations building at the Christchurch Wastewater Treatment Plant and the work be funded from the 1997/98 Wastewater Treatment Plant Upgrade budget.
| 19. | TENDERS FOR FINE SCREEN CIVIL WORKS AND HYDRAULIC IMPROVEMENTS | RR 6480 |
Tenders were received for the civil works associated with the new fine screens hydraulic improvements, part of the bypass channel and odour control at the preaeration tanks at the Christchurch Wastewater Treatment Plant.
The consulting engineer's estimate for the work was $849,053. Tenders were received as follows:
| G & T Construction | $793,840 |
| Lunds Construction | $854,474 |
| Engineering Design and Construction | $865,920 |
It was resolved that the tender from G & T Construction Ltd for $793,840 be accepted.
20. ITEMS DEFERRED
20.1 NZ Police - Christchurch District Safety Report:
1 July 1996-30 September 1997
20.2 Co-Ordinating Committee for Traffic Safety RR 6470
Consideration of these reports was deferred to the meeting of the Committee on 2 December 1997.
The meeting concluded at 5.15 pm.
CONSIDERED THIS 26TH DAY OF NOVEMBER 1997
MAYOR