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24. 9. 97
CITY SERVICES COMMITTEE
9 SEPTEMBER 1997
A meeting of the City Services Committee
was held on Tuesday 9 September 1997 at 2.00 pm
| PRESENT: | Councillor Denis O'Rourke (Chairman),Councillors David Close, Ian Howell and Ron Wright. |
| APOLOGIES: |
Apologies for absence were received and accepted from the Mayor, Councillors Carole Anderton, David Buist, Graham Condon, Carole Evans and Garry Moore. |
| Apologies for lateness were received from Councillors David Close and Denis O'Rourke. | |
| Councillors David Close and Denis O'Rourke arrived at 2.45 pm and were absent for clauses 1, 6, 7, 14 and part of clause 8. | |
| Councillor Ian Howell retired at 4.40 pm and was absent for clauses 5, 12, 13, 17 and 18. |
The Committee reports that:
PART A - MATTERS REQUIRING A COUNCIL DECISION
| 1. | LIQUID WASTES ASSET MANAGEMENT PLAN | RR 6051 |
| Officer responsible | Author |
| Waste Manager | Walter Lewthwaite, Wastewater Engineer |
| Corporate Plan Output: Liquid Waste | |
The purpose of this report is to invite the Council to adopt the August 1997 Liquid Wastes Asset Management Plan (a copy has been tabled).
BACKGROUND
In August 1994 the Council resolved to prepare management plans for its major infrastructural assets so as to enhance the management of its assets. This would also enable the Council to fulfil the requirements of the 1996 Local Government Amendment Act for 10-year financial strategies for infrastructural assets as the Auditor General indicated asset management plans would be likely to be needed for this.
The Asset Management Plan has been prepared by the Liquid Wastes Section and its adoption by the Council would fulfil both its own resolution and the requirements of the Auditor General (circulated previously to Councillors).
CONTENTS OF PLAN
The plan:
SUMMARY OF ASSET MANAGEMENT PLAN
The Executive Summary of the plan states:
"This Asset Management Plan has been prepared to inform Councillors and staff of the works and budget required to manage the liquid waste infrastructural assets. It has been prepared in response to a need recognised within the City Council to have a more formal plan for managing all the Council's infrastructural assets, and has been prompted by a requirement to that effect from the Audit Department.
"The Plan presents in broad outline the programme of works and the budget required over the next 30 years:
"The Plan adopts the expenditure proposed in the Draft Corporate Plan (1997 edition), including its 10 year forecast. That is appropriate as much of the work that has gone into this Asset Management Plan has already been incorporated into the Draft Corporate Plan.
"Regarding operational expenditure it is concluded that the current level of expenditure is satisfactory - with two significant provisos:
"Regarding capital expenditure two main new initiatives are noted:
"This Asset Management Plan is a snapshot as at August 1997. It is a significant advance in that
"The Plan is sufficient to establish that the infrastructure will indeed be maintained in perpetuity at (or above) the present level of service potential. However refinements will be made continually and these will lead in future years to changes in plans for works and in budgets."
BASE FOR PLAN
The following documents and reports have been used in developing this Asset Management Plan.
Hence this plan is largely a coherent collection of items that the Council has already endorsed in their separate forms.
SIGNIFICANCE OF LIQUID WASTES ASSET MANAGEMENT PLAN
The major significance of this Asset Management Plan is that for the first time it gives the Council a tool to demonstrate how it will expand its liquid wastes assets to meet the needs of a growing city, and how it will maintain them in perpetuity, at or above their existing level of service potential. In doing so it fulfils the requirements of the Auditor General and of the Council's resolution of August 1994.
In stating this it must be emphasised that asset management planning is an on-going process and the current plan is simply the version as at August 1997. The plan itself describes the developments and refinements intended before the next plan is submitted to the Council, sometime during 1998.
AUDIT NEW ZEALAND
The Asset Management Plan has been sent to Audit New Zealand for comment. Audit New Zealand has indicated it will respond immediately with any matters of significance but for more routine matters it would suggest changes for a 1998 version of the plan.
| Recommendation: | That the Liquid Wastes Asset Management Plan be adopted. |
| 2. | AGREEMENT FOR SELWYN DISTRICT COUNCIL - DISCHARGE OF SEWAGE TO CHRISTCHURCH CITY | RR 6086 |
| Officer responsible | Author |
| Waste Manager | Mike Bourke Liquid Waste Manager |
| Corporate Plan Output: Liquid Waste | |
The purpose of this report is to confirm the agreement reached in principle to accept wastewater from Selwyn District Council.
BACKGROUND
In July 1997 the Council approved in principle the discharge of sewage from Selwyn District Council into the Christchurch City reticulation system on the same basis as wastewater is accepted from the Prebbleton township. A new agreement has been drawn up based on the current Prebbleton agreement and adding a schedule to detail the various parameters of flow rate, maximum volume, discharge point, and any special conditions.
BASIS OF CHARGING
The charge is based on a rate per cubic metre derived from the three year rolling average daily flow to the plant and the net cost of operation of the whole liquid waste system. This cost per cubic metre reflects the average cost to the Christchurch ratepayer smoothed over a three year period (as regards flow only) to avoid wild fluctuations between `wet' years and `dry' years. The net operating costs are from the current years budgeted costs. This year the rate per m3 is 30.29 cents. To reflect that the wastewater to be received from the Lincoln township will be `treated' wastewater, the rate for this flow will be charged at 80% of the 30.29 cents.
SPECIAL CONDITIONS
Restrictions have been placed on the pumping times from Lincoln to between 6.00 pm and 4.00 am to better utilise the city's reticulation capacity by matching the Lincoln flow to the city's lower flow period. Flow from Lincoln will also be held back at the Lincoln Treatment Plan during wet weather periods. The Lincoln plant has the capacity even at maximum design flow to hold back pumping for three days. This measure will ensue that any overflows from the city's reticulation are not as a result of the Lincoln input.
REVENUE IMPLICATIONS
As described in the July report initial gross revenue will be approx $100,000 per year, and ultimately $200,000 for a small increase in operating costs.
CONCLUSION
The introduction of wastewater to the city system from Selwyn District can be easily accommodated without any significant adverse impact on the City system.
| Recommendation: | That the agreement with Selwyn District Council for the acceptance of wastewater from Selwyn townships (Lincoln, Springston, Prebbleton and Taitapu) be agreed on the above basis. |
| 3. | PAYMENT OF CYCLE STEERING GROUP MEMBERS | RR 6059 |
| 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 propose the payment of meeting allowance to Cycle Steering Group members.
In accordance with the Council adopted recommendations of the Strategy and Resources Committee's July meeting, an application is made to have the members of the Cycle Steering Group paid for their committee involvement. The criteria for payment of sub-committee members states that:
They are not attending in the course of their paid employment.
The committee meets frequently over a period of six months or more.
The Steering Group meets between four and six times a year in the evenings. Its role is to develop and monitor the implementation of the cycle strategy, and to comment on cycle aspects of council projects, and make recommendations where the council makes cycle policy decisions.
So far this year, the Steering Group members have had inputs into the design considerations of the Square, Oxford Terrace and the Armagh Street entrance to Hagley Park, and are being actively consulted on other cycle design projects. They are also involved in helping prioritise cycle promotion activities and will be involved in developing an approach to auditing the strategy.
The membership of the Steering Group is now based on a purely voluntary role, and none of the members, with the exception of a Councillor and City Council employees, are attending as part of their paid employment. There are ten non-council members.
Due to the Steering Group's status as a sub-committee of the City Services Committee, and based on the contributions of the Steering Group to the city's cycling development efforts, it is recommended that the members of the Steering Group be paid the standard meeting allowance for attendance at meetings.
At a rate of $170 per person per meeting, the maximum cost to the Council (10 persons, 6 meetings) will be $10,200 per year.
(Note: During discussion on this topic it was established that the representative from the LTSA attended in a paid capacity, the likely cost is therefore to be $9,180 pa.)
| Recommendation: | That members of the steering group, other than those attending as part of their paid employment, be paid for attendance at Steering Group meetings. |
| 4. | UPGRADING OF LIGHTING ON LOCAL ROADS | RR 6068 |
| Officer responsible | Author |
| City Streets Manager | Geoff English |
| Corporate Plan Output: Street Lighting | |
The purpose of this report is to consider the allocation of additional funds for upgrading of the street lighting in residential streets.
BACKGROUND
The Riccarton/Wigram Community Board requested the City Streets Unit prepare a report on proposals for upgrading the street lighting in the Riccarton Area. This was due to concerns of the local community and residents relating to the safety and security of individuals and property in and around Riccarton Mall and the University areas. The report presented to the Board showed that under the present method for prioritising projects there is very little upgrading work carried out in residential streets.
In resolving to receive the report the board decided that via the City Services Committee, the Council be requested to allocate adequate funding to ensure that all necessary lighting needs in residential streets can be undertaken and that pedestrians and personal safety requirements are taken into account.
PRESENT POLICIES
Presently lighting improvements are funded in the following ways.
Street Lighting Upgrading
For this budget item hierarchal roads are the highest priority for upgrading as Transfund provide financial assistance for lighting safety projects that meet their benefit/cost criteria. Priority is also given to streets with obsolete lighting installations which consist of luminaries in excess of 40 years old where spare parts are unavailable.
There is also a sum allocated for pole replacement. The Council is responsible for poles that are for street lighting purposes only and this is usually in areas where the electrical reticulation is underground. This budget item is for upgrading streets where the existing Council poles are in a very poor condition. Generally the lights in these locations are very widely spaced (2 to 3 times that presently used in new subdivisions) and therefore additional lights would be added in conjunction with the pole replacement programme.
Street Lighting Conversion
This where the street lighting is upgraded in conjunction with a conversion to underground wiring. This budget item also includes the underground conversion work that the Council contributes towards.
Other Upgrading
Some upgrading is carried out as part of roading projects. This upgrading is usually associated with projects involving thresholds, road humps, intersection modifications etc.
Lighting Standards For Local Roads
The objective of minor road lighting is to provide a safe and comfortable visual environment for pedestrian movement at night.
New Local Road Standard
This is the standard used by the Council for lighting local roads, primarily new subdivisions. It has been accepted as an appropriate standard as a result of the customer surveys and preparation of the service levels for the asset management plan.
High pressure sodium lights are used (usually 70 watt). Lights are usually spaced between 45 and 55 metres.
This standard may not be appropriate in local roads with high night time pedestrian activity or where there are concerns for the safety of users at night. In these situations a higher standard would be used.
Old Local Road Standard
This is the standard to which the majority of the City's local roads are lit (approximately 70% of the councils roads are lit to this standard). It generally comprises of a fluorescent light on every second electricity network pole which means lights are on one side of the street. Lights are spaced every 60 to 80 metres depending on the spacing of the poles. While this meets the present New Zealand standard it is considered to be a minimal standard. (The New Zealand standard for local roads is presently under review and when finalised it will be published as a joint Australian/New Zealand standard).
ISSUES
The Board is concerned that under the present funding policy there is little chance of lighting being improved in residential streets. This is due to the priority of the street lighting upgrading budget being driven by traffic safety requirements, and the pole replacement budget will only improve lighting in streets where the existing electricity network is underground.
It is important that these priorities continue because upgrading for traffic safety reasons where there is suitable benefit/cost ratio shows there is justification for the work to proceed. The Council also gets the benefit of Transfund subsidies for these projects. Pole replacement was recently introduced for safety reasons to overcome problems with existing poles that are in poor condition.
As more of the hierarchal roads are upgraded to the appropriate standard the roads connecting tend to look darker as there is a greater contrast in lighting levels. It would therefore be beneficial to be upgrading local roads in conjunction with the hierarchal roads.
Local road upgrading could be prioritised based on the safety risk of night time pedestrian, the number of night time pedestrians and the fear of crime of road users and residents. Also the standard of the existing lighting should be part of the assessment. The new local road standard as previously mentioned may not be sufficient in local roads that have high night time safety risk, pedestrian/cyclist usage and fear of crime and a higher standard would be required.
SUMMARY
The criteria presently used for prioritising street lighting upgrading projects does not make an allowance for upgrading the lighting in local roads. While it is important to continue with the present priorities of traffic safety and the replacement of poles in poor condition there is a need for improvement work in local roads also. Criteria for upgrading local roads should be based on the safety of night time users and in particular pedestrians and cyclists.
| Recommendation: | That in view of the Council's decision to reduce capital expenditure by $15m over the current year and following four years, this matter be reconsidered in the 1999/2000 budget round. |
| 5. | WOOLSTON-BURWOOD EXPRESSWAY | RR 6075 |
| Officer responsible | Author |
| City Streets Manager | Paul Roberts |
| Corporate Plan Output: Planning | |
The City Services Committee received its last update report on the Woolston-Burwood Expressway in March 1997 and heard about the outcomes from a subsequent visit to Christchurch of the Transfund Authority (20 March) in April 1997.
The followup processes from the Transfund Board visit approved by Committee included liaison with Transfund officers to determine the next steps necessary to obtain funding for the Expressway Stage 1 (Travis - Wainoni) and identify a deferred funding mechanism for Stage 2 (Wainoni - Birch).
The purpose of this report is to inform the Council of developments over the past 6 months and obtain agreement on the way forward.
INTRODUCTION
There has been considerable discussion between officers of both the City Council, Transfund New Zealand (Transfund) and Transit New Zealand (Transit) on the various ways to the Woolston-Burwood Expressway can be funded, including a recent visit from Martin Gummer, Chief Executive of Transfund.
At a meeting with Transfund's Programme and Funding Manager, Chris Olsen on 28 May it was agreed that Stage 1 (Travis - Wainoni) be promoted by Transit as a State Highway (with 100% funding by Transit) once the Benefit-Cost Ratio (BCR) was confirmed as being above the cut-off. Transit however elected to omit the project from its 1997/98 National Road Programme submission given that indications at the time of submission were that the BCR for Stage 1 would be below the current cut off (fundable projects requiring benefits to be 4.0 x costs).
The 1996 State Highway Review by Transit recognised Transit's policy of promoting by-pass projects and accordingly recommended that the ring road be classified as State Highway 74 once the Expressway (Travis - Wainoni) had been constructed. The current designation down Cranford Street through the city would be uplifted at this time with control (and funding responsibility) passing to the City Council.
The Council supported the findings of the State Highway Review conditional that designation of the eastern ring-road as State Highway should be dependent on completion of both Stages 1 and 2 of the Expressway (ie Travis - Birch).
Given that the projects BCR of Stage 2 alone was below the BCR cut-off it was recognised that this stage would have to be promoted by the Council rather than Transit.
BENEFIT-COST EVALUATION
Earlier analysis of the Stage 1 project had been conducted using manual techniques. After it's March visit, Transfund requested that the analysis be re-conducted using a transportation model that encompasses the full effects of the project.
Accordingly, the effects of the project have been re-evaluated by Council officers using a combination of the strategic Christchurch Transportation Model and a detailed local area model using a computer program called SATURN.
The strategic model was used to identify the area of influence of the project, whilst the more detailed model allows the effects of alternative traffic routing in terms of speeds and delays at intersections to be established with more accuracy. This approach has been endorsed by Transfund's consultants. The extent of the detailed model, and of the proposed project is shown in Attachment A.
The BCR of the project is very sensitive to the traffic growth assumed, whether a manual or model approach is used for evaluation.
Attachment B indicates how the BCR for Stage 1 will vary with time given two alternative traffic growth scenarios. The upper line indicates the most favourable growth scenario likely to be acceptable by Transfund. This shows that the project would not be fundable by Transfund until the year 2002 (for construction in the two years following), if the funding cut-off remains at 4.0. The funding cut-off is set by Transfund according to its budget and given the current review of roading funding and management, there can be no absolute certainty as to the level of the future cut-off ratio.
Attachment C indicates the likely BCR of the full Expressway project (Stages 1 and 2) and the variation of this with time. It may be seen that the BCR is well below 4.0 which indicates a fundable project at the current cut-off, and indeed is below 1.0 until about 2005. This indicates that until about 2005, the costs of the project (some $3.8 m for Stage 1 plus $6.5 m for Stage 2) would outweigh the benefits. The tangible `benefits' include savings in accidents, vehicle operating costs, travel time, maintenance etc.
The net benefits of the project are not as high as might be expected, perversely because of the attraction of the Expressway: Local traffic as well as strategic traffic movement will be attracted by the Expressway and some of this local traffic will be induced to travel further. Although overall travel time savings would be enjoyed, this is balanced somewhat by additional vehicle operating costs because of the increased distance travelled.
The BCR for Stage 2 alone is currently about 0.4, which means that tangible benefits over 25 years from next year only amount to 40% of the costs. This indicates that the Council would likely have to fully fund the $6.5 m project, because a project must have a BCR of greater than 1.0 to be even considered for future funding by Transfund.
Given the very low BCR for Stages 1 and 2 combined the previously accepted priority of the Council accorded to the project must be reviewed, despite the obvious strategic benefits of completing the ring road.
STAGING OF CONSTRUCTION
As noted above, given the current funding criteria, it is likely that Stage 1 of the Expressway would be (fully) funded by Transfund via Transit by about the year 2002. If the Government commits more funding to roading as a result of current reviews, this date might be brought forward by 1 or 2 years. Thus, Stage 1 could be opened at the earliest by about 2002 without financial assistance from the Council.
The Council has the following funds budgeted for property purchase and construction of Stage 2 of the Expressway (Wainoni - Birch) in the 1997 5 year capital expenditure programme.
| Table 1: Stage 2 Budget Allocation | |||
| Year | Property $ |
Construction $ |
Total $ |
| 1997/98 | 1,400,000 | 50,000 | 1,450,000 |
| 1998/99 | 1,400,000 | 100,000 | 1,500,000 |
| 1999/00 | 1,000,000 | 1,000,000 | |
| 2000/01 | 2,000,000 | 2,000,000 | |
| 2001/02 | 500,000 | 500,000 | |
| 5 year | 2,800,000 | 3,650,000 | 6,450,000 |
As noted above, whilst for Stage 1 the tangible benefits clearly outweigh the costs, the reverse is true for Stage 2. The budgeted funds could therefore be directed towards other priorities if Stage 2 was deferred indefinitely.
The impact of completion of Stage 1 alone would be to direct more traffic onto Bexley Road, diverting it away from other routes, primarily Avondale, Breezes and Keyes Roads.. Table 2 below indicates the projected current daily traffic volumes at various points on the local network before and after completion of Stage 1 only.
| Table 2: Approximate Daily Traffic Volumes | |||
| Location | Existing Network | With Stage 1 | % Chance |
| Expressway (S Travis) Barkers Road |
0 3500 |
+7900 -3500 |
n/a -100 % |
| Frost Road (N Travis) Bower Ave (N Travis) |
4750 5950 |
+1300 -1000 |
+27% -17% |
| Avondale (N New Brighton) Keyes (N New Brighton) |
8150 5150 |
-1800 -1700 |
-22% -33% |
| Avondale (N Wainoni) Breezes (S Wainoni) Breezes (N Dyers) |
8550 9000 3900 |
-1150 -1000 -1050 |
-13% -11% -27% |
| Bexley (S Wainoni) Bexley (N Dyers) |
3650 4950 |
+2000 +1000 |
+55% +20% |
The Council must therefore weigh up whether the benefits of completing Stage 1, which provides a swifter route for strategic and local traffic and tangible relief from the Avondale/Breezes route with five adjacent schools, are outweighed by the disbenefits to residents alongside Bexley Road between Wainoni and Pages Road from increased traffic volumes.
The view of City Streets officers is that engineering and landscaping measures could be introduced to mitigate the adverse effects at a cost substantially lower than the $6.5 m that would be required to construct the current route to the south of properties on Bexley Road.
| Recommendation: |
|
| 6. | BARRINGTON STREET/FRANKLEIGH STREET/MILTON STREET INTERSECTION PROPOSED TRAFFIC SIGNALS | RR 5634 |
| 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 inform the Board of the proposal to install traffic signals at the Barrington Street/Frankleigh Street/Milton Street intersection. The Board's view on this proposal needs to be considered at the City Services Committee meeting on 7 October 1997.
BACKGROUND
It is proposed to remove the existing roundabout and splitter islands and install traffic signals at the intersection of Barrington Street/Frankleigh Street /Milton Street. The new signals will reduce the high delays that currently exist especially to the Milton Street traffic during the evening peak.
A publicity pamphlet on the proposed installation of traffic signals was circulated in July 1997 to residents and businesses. A number of replies were received with two people and some shopkeepers on Barrington Street firmly against the proposal.
Concerns raised from the pamphlet are as follows:
Traffic signals may create longer queues therefore making it more difficult for residents and businesses to access their properties.
One car park is to be removed outside the Pharmacy on Barrington Street therefore a perceived loss in revenue.
There will be further reduction in on street parking with this proposal especially outside number 2 Milton Street and the Church on Frankleigh Street.
Need for right turn green arrows on Barrington Street approaches if the signal proposal goes ahead.
The bus stop located outside the shops on Milton Street should be removed. A petition was received from the shopkeepers asking for the removal. As this is not a traffic signals issue it has been handed to the Canterbury Regional Council.
There is a programme to re-develop the Barrington Mall including a `Warehouse' building which will be completed by December 1997. Also included is a large Supermarket which will be operational by early 1998 and a refurbishment of the existing Mall at a later date. The new complex will have a capacity of 676 car parks therefore making it approximately half the size of Riccarton Mall.
TRAFFIC NETWORK
Milton Street is classified as a minor arterial and currently carries approximately 13,500 vehicles per day. It is a link road from the south-west of the city to the east and to the city centre. As Frankleigh Street is the continuation of Milton Street it is also a minor arterial.
Barrington Street is classified as a minor arterial and carries about 16,200 vehicles per day. It links the Cashmere area to the Riccarton area and to the north of the city.
This intersection is presently controlled by a roundabout with Give Way controls on each approach.
DELAYS AND QUEUE LENGTHS
Average delays in seconds per vehicle for the existing roundabout and for the traffic signal option are shown in Table 1. The delays for the morning and evening peaks on the critical approaches for the existing roundabout were measured on site and are shown in bold. The other delays shown are from computer modelling.
Queue lengths in metres are also shown bracketed in Table 1.
| Peak | Time | Approach Delays (seconds/vehicle) | |||
| Milton | Barrington-south |
Frankleigh |
Barrington - north | ||
| Existing Roundabout | |||||
| am | 8:00-8:30 | 47 | |||
| off | 2:00-3:00 | 20.2 | 15.5 | 13.4 | 10.2 |
| pm | 4:30-5:00 | 31 | |||
| 5:00-5:30 | 239 (250m) | ||||
| Traffic Signals | |||||
| am | 9.2 | 14.6 | 16.8 | 12.0 | |
| off | 12.0 | 8.8 | 13.5 | 9.8 | |
| pm | 45 (60m) | 11.0 | 19.5 | 21.0 |
Table 1
Delays and Queue Lengths
The delays from the computer model are using existing traffic volumes. No allowance has been made for any increase in volumes generated by the proposed Mall redevelopment.
(a) Existing Roundabout
As shown in Table 1 vehicle delays are reasonable during off-peak times. Delays during the morning peak (8:00 to 8:30 am) on the Frankleigh Street approach are averaging 47 seconds per vehicle.
Evening peak (5:00 to 5:30 pm) delays on Milton Street approach are high, averaging 239 seconds (4 minutes) per vehicle. The queue length on this approach is approximately 250 metres long making it difficult for vehicles using the Milton Street/Simeon Street intersection.
(b) Proposed Traffic Signals
With traffic signals, delays to vehicles during the morning and evening peak periods will decrease compared with existing delays. This decrease will be significant on Milton Street during the evening peak as the delay will be 45 seconds per vehicle.
Delays on Milton Street can also be minimised by providing co-ordination with the proposed set of signals at the Milton Street/Selwyn Street intersection.
The delays during the off peak periods will be similar to the existing delays.
CRASHES
(a) Existing Roundabout
In the 5 year period from 1992 to 1996 there have been 7 reported injury (1 serious and 6 minor) and 15 reported non-injury crashes. This equates to an injury rate of 1.4 crashes per year.
The predominant collision type is between vehicles travelling through the roundabout being hit at right angles from vehicles failing to give way. There has been 5 minor and 5 non-injury of this type of crash.
The one serious crash involved a collision between a vehicle and a cyclist. This is the only cycle crash in the 5 year analysis period. There have been no reported collisions involving pedestrians.
(b) Proposed Traffic Signals
Although the average injury rate for all signalised intersections in Christchurch is 1.4 crashes per year (same as the existing rate) a decrease in the right angle crashes can be expected with the traffic signals. It was predicted that a 20% saving could occur in these right angle crashes.
CAR PARKING
The proposal to install traffic signals requires some changes to the existing car parking areas near the intersection.
On Barrington Street outside the Pharmacy one car park is to be removed. On Milton Street outside the shops two additional car parks are to be installed therefore there is a gain of one car park outside the shopping complex.
Further parking losses in the area are outside No 2 Milton Street and outside the Anglican Church on Frankleigh Street.
B/C ANALYSIS
The calculated Benefit/Cost ratio is 44.6 with a cost estimate of $77,500. The project has been accepted by Transfund New Zealand for subsidy and is currently in the 1997/98 Roading Programme. Construction is scheduled to start in October/November 1997.
The benefit/cost analysis which included delay and crash studies (as reported) made no allowance for the additional traffic generated from the re-development of the Barrington Mall. This re-development includes the building of a `Warehouse' complex by December 1997 and a large Supermarket in early 1998.
Analysis does show however that the existing roundabout has reached its capacity. Any increase in traffic at this intersection makes the traffic signals an even more viable solution.
CONCLUSION
Existing delays during the evening peak on Milton Street are excessively high at 239 seconds (4 minutes) per vehicle. The queue length is approximately 250 metres long interfering with vehicles using Simeon street at the Milton Street/Simeon Street intersection.
Delays during the morning peak on the Frankleigh approach are 47 seconds per vehicle but on the other approaches the delays are reasonable. There is no problem with either queuing or delays during most off-peak periods.
The installation of traffic signals will decrease the delays on Milton Street in the evening peak and on Frankleigh Street during the morning peak. During the off-peak periods the delays with traffic signals will be similar to existing.
The reported injury crash rate at this intersection is currently 1.4 accidents per year. Although this rate is similar to the average rate at signalised intersections in Christchurch, some saving in the right angle crashes will occur with the installation of traffic signals.
With the traffic signal proposal and outside the existing shopping complex, there will be a loss of one car park on Barrington Street but a gain of two car parks on Milton Street. Further car parking areas that require to be removed are outside the Anglican Church and some residential properties.
The estimated cost of this project is $77,500. A Benefit/Cost ratio of 44.6 has been achieved resulting in financial assistance from Transfund New Zealand. Construction is scheduled to start in October/November 1997.
The refurbishment and extensions to the Barrington Mall are planned for later this year. The associated traffic generation from this development will make it even more necessary for traffic signals to be installed.
| Recommendation: | That as resolved by the Spreydon/Heathcote Community Board the existing roundabout at the intersection of Barrington Street/Frankleigh Street/Milton Street be removed and traffic signals be installed at this intersection. |
PART B - REPORTS FOR INFORMATION
| 7. | DEPUTATIONS BY APPOINTMENT |
MILTON STREET/SELWYN STREET INTERSECTION PROPOSED TRAFFIC SIGNALS
Mr Craig McQuilken addressed the Committee to express his concern at the effect installation of traffic lights at this intersection would have on his business (Milton Street Super 7) located at 110 Milton Street as a result of the loss of parking spaces.
The representations from Mr McQuilken were considered in conjunction with clause 20 of the agenda.
| 8. | NZ POLICE - CHRISTCHURCH DISTRICT SAFETY ADMINISTRATION PROGRAMME REPORT: 1 JULY 1996-30 JUNE 1997 |
Inspector Jim McKee spoke to the report circulated with the agenda.
He expressed overall satisfaction with the performance during the period and indicated that a new software programme shortly to be installed by the Police would allow more defined targeting of police resources into specific problem areas. This would allow for performance measures in addition to hours spent to be provided.
The information was received and it was agreed a letter should be forwarded to the Police from the Chairman of the Committee indicating its appreciation at what had been achieved during this period.
| 9. | CO-ORDINATING COMMITTEE FOR TRAFFIC SAFETY | RR 6057 |
The Committee considered a report from the Traffic Safety Co-ordinating Committee on the road safety education and awareness programme and budget for 1997/98.
The Committee confirmed the budget and programme.
| 10. | SHIRLEY SCHOOLS CYCLE PROJECT | RR 6058 |
The Committee considered a report from Alix Newman, Transport Projects Officer, on the proposed cycleway works in the area of the Shirley schools.
A plan was tabled at the meeting indicating the proposed work which would provide cycle lanes along North Parade.
The Committee referred the proposal back to staff to allow investigation into the provision of a cycleway separate from pedestrians and motor vehicles or the possibility of a dual cycleway on the west side of North Parade.
It was agreed that when rough order of costs were established for these two further options these should be discussed with a sub-committee consisting of Councillors Denis O'Rourke, David Close, Ian Howell and Ron Wright.
| 11. | MAIN ROAD AND FERRY ROAD CYCLE LANES | RR 6060 |
The Committee considered a further report from Alix Newman, Transport Projects Officer, on the actions necessary to add Ferry Road and Main Road to the City to Sumner cycle route.
The report presented four options for development of cycle lanes in Ferry Road between Humphreys Drive and Tunnel Road.
The Committee decided:
- Banning parking on the south side of the road to allow the provision of cycleways.
- Parking to be left as it is and an off road cycleway be provided in front of the business premises.
It was agreed that Councillors Denis O'Rourke and Ian Howell should be involved in these discussions.
A copy of the resolution of the Hagley/Ferrymead Community Board meeting on Wednesday 3 September regarding this topic was tabled for the information of members.
| 12. | BARRINGTON MALL REDEVELOPMENT | RR 5789 |
The Committee considered a report on a resource consent application for a major redevelopment on the Barrington Mall site and the proposed traffic management to be undertaken in the vicinity.
Some specific measures were proposed to mitigate the traffic effects from the proposed development and a major portion of the cost of these, some 75%, will be met by the applicant.
The Committee received the information and decided:
| 13. | HALSWELL JUNCTION ROAD SPEED LIMITS | RR 6007 |
The Committee considered a report relating to a petition which had been recently received by the City Streets Unit suggesting that the speed limit along the 100 km/h section of Halswell Junction Road be reduced to 80 km/h.
The petition had been considered by the Riccarton/Wigram Community Board at its meeting on 3 September 1997 and the Community Board supported the recommendation in the report.
The Committee received the information and decided:
| 14. | MILTON STREET/SELWYN STREET INTERSECTION PROPOSED TRAFFIC SIGNALS | RR 5636 |
The Committee received a report from Dave Armstrong, Signals Design Engineer, on the proposal to install traffic signals at the Milton Street/Selwyn Street intersection.
In addition Mr Craig McQuilken made representations to the Committee on this matter and his comments were considered together with this clause.
The proposal related to the installation of traffic signals at the intersection of Milton Street and Selwyn Street to reduce the number of crashes presently occurring there.
The proposal would, however, result in the loss of two car parks outside the business operated by Mr McQuilken in Milton Street and also the loss of on street parking (two car parks) in Milton Street and Selwyn Street. The installation of traffic signals was expected to decrease the number of traffic accidents at the intersection, improve safety for Christchurch South Intermediate School pupils crossing Milton Street and reduce delays to Selwyn Street traffic especially in the morning and evening peaks.
The proposal had been considered by the Spreydon/Heathcote Community Board who had resolved:
The Committee supported the installation of traffic signals at this intersection but requested that before implementation the results of the investigation by City Streets Unit into ways of improving parking, including recessed parking, and discussions with other local businesses be reported back to the Spreydon/Heathcote Community Board and the City Services Committee.
| 15. | ITEMS RECEIVED |
The Committee received the following reports:
| 15.1 | Canada Goose Cull Bromley | RR 5942 |
The Liquid Waste Manager, Mike Bourke, reported that as a result of the latest trend count of Canada Geese the North Canterbury Fish and Game Council did not intend to pursue its application to conduct a Canada Geese cull at Bromley for 1997.
| 15.2 | Tenders For New Refuse/Recyclable Kerbside Collection Contracts/ Progress Report | RR 5943 |
The Waste Manager, Mike Stockwell, reported on the process and progress of evaluation of the tenders received for the new refuse/recyclable kerbside collection contract.
The report provided details of the tenders received and the timetable for discussions with the preferred tenderer, acceptance, approval by the Council and implementation.
| 15.3 | Shirley Burger King | RR 6056 |
The Committee received a report providing details of a notified resource consent application for a Burger King restaurant and drive-through takeaway at the Shell Service Station site on the corner of Shirley Road and Marshland Road.
The report detailed areas in which the proposed development did not comply with City Plan requirements in respect to transport matters. The application has been publicly notified and submissions closed on 12 September 1997.
PART C - REPORT ON DELEGATED DECISIONS TAKEN BY THE COMMITTEE
| 16. | TENDERS FOR MANUFACTURE AND SUPPLY OF FINE SCREENS AND SCREENINGS WASHERS FOR CHRISTCHURCH WASTEWATER TREATMENT PLANT | RR 6050 |
The Committee accepted the tender from Sindico Ltd for a total price of $550,400, excluding GST.
| 17. | CONTRACT NO 97/98-47 CARRIAGEWAY CHIPSEALING VARIOUS CITY STREETS - 4 | RR 5904 |
The Committee accepted the tender of Canroad Construction Limited for the sum of $462,247.
| 18. | CONTRACT NO 97/98-46 CARRIAGEWAY CHIPSEALING VARIOUS CITY STREETS - 3 | RR 5903 |
The Committee accepted the tender of Canroad Construction Limited for the sum of $379,851.75.
| 19. | SUPPLEMENTARY ITEMS |
The Chairman referred to the following supplementary reports which had been circulated prior to the meeting:
It was resolved to receive and consider the reports at the present meeting.
The meeting concluded at 5.25 pm.
CONSIDERED THIS 24TH DAY OF SEPTEMBER 1997
MAYOR