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25. 2. 98
CITY SERVICES COMMITTEE
10 FEBRUARY 1998
A meeting of the City Services Committee
was held on Tuesday 10 February 1998 at 2.00 pm
| PRESENT: | Councillor Denis O'Rourke (Chairman), Councillors Carole Anderton, David Buist, David Close, Graham Condon, Carole Evans, and Ron Wright. |
| IN ATTENDANCE: | Councillor Lesley Keast |
| APOLOGIES: | Apologies for absence were received and accepted from the Mayor and Councillors Ian Howell and Garry Moore. |
| Councillor David Buist arrived at 2.30 pm, left at 5.35 pm and was not present for clauses 7-11 and 15-18. | |
| Councillor Ron Wright arrived at 3.10 pm and was not present for clauses 1 and 12. | |
| Councillor Keast arrived at 3.10 pm, left at 3.20 pm and was present for clauses 3 and 13. | |
| Concillor Graham Condon left at 4.40 pm and was not present for clauses 5-11, 14-18 and 23. | |
| Councillor David Close left at 5.35 pm, returned at 5.45 pm and was not present for clauses 10, 15 and 24. | |
| Councillor Carole Evans left at 5.35 pm and was not present for clauses 7-11 and 15-18. | |
| Councillor Carole Anderton left at 5.40 pm and was not present for clauses 7-11 and 16-18. |
The Committee reports that:
PART A - MATTERS REQUIRING A COUNCIL DECISION
1. WATER METERING AND USE RR 6948
| Officer responsible | Author |
| Water Services Manager | Allan Watson |
| Corporate Plan Output: Water Services | |
The purpose of this report is to provide information to Councillors on a number of water use issues.
1. DOMESTIC METER READING
Introduction
City-wide installation of meters was completed in 1997 and it has always been an objective of the Council to use the meter readings proactively as a water conservation tool. Two procedures are being used, though not very effectively at the moment for reasons set out below.
The first requires the meter reader to place a card in the letterbox when annual consumption is found to be more than twice the average annual household consumption. This card alerts the householder to the possibility of leaks and advises on how to detect them. The layout of the card is shown below.
At the present time this card is being placed in all letterboxes but with the consumption information box* left blank since we do not yet have reliable annual consumption figures.
The second uses the second instalment of the rate demand to advise all domestic ratepayers of their consumption and compares it with the household average. The current wording reflects the fact that we do not yet have reliable annual consumption figures.
Water consumption figures are shown for information purposes only. No value is shown if there is no meter installed, there is no water supply to the property or the meter has yet to be read. Because of the rescheduling of meter readings the consumption could be for a period greater or less than 12 months. Future readings are proposed to be at 12 month intervals.
Currently residential ratepayers pay for water consumed as part of their rates. A charging policy which would base payment for water on the amount consumed has been considered but the Council has resolved not to introduce such a policy during this term of Council. The average residential consumption is about 286m3 per annum.
Obviously these procedures are not working properly yet and Councillors have questioned the reasons for this.
History
Between 1992 and 1997 metered properties increased from around 40,000 to 105,000. The number of meter readers was increased from four to five and a software package (ITRON) purchased to allow meter reading to become a computer-based activity.
A start was made on reading the new meters in 1995 but we have experienced a series of difficulties in arriving at an electronically-based meter reading programme that consistently delivers reliable results. We are there now but the difficulties have meant that we have not been able to supply to the householder a true annual consumption (which requires two reliable readings spaced a year apart).
At the outset the meter reading procedure depended on three software systems:
(a) ITRON
The ITRON package is designed specifically for meter reading. It is accessed by Water Services staff using networked PCs and is used to download the particular reading round information onto a hand-held data logger that the meter reader takes into the field. For each property, in sequence, the hand-held provides notes to the meter reader about location, allows entry of the new reading and indicates if the new reading implies very high or very low or negative consumption.
(b) AS400
At the other end of the procedure the Funds Accounting Unit operates a database that allows it to charge for water (commercial) or maintain consumption figures (domestic). This is located on its AS400 computer and comprises a record of the meter, address and reading history linked to the Rates database. This allows invoicing for water consumption (commercial). Clearly it is necessary to daily update the AS400 record by downloading information from the hand-helds containing the day's readings.
(c) VAX
Initially the Water Services Unit was advised to achieve this by interposing a third software package located on the VAX computer cluster. The idea was that the VAX would act as a go-between for the AS400 and ITRON systems receiving, sorting, and down-loading information from both.
This operation proved error-ridden and after trying for many months to make it work we abandoned the VAX intermediary and established direct connection between ITRON and the AS400. The change has proved successful but has required an intense effort by Funds Accounting computer consultant Moira Howell to bring the two systems together. From June 1997 we were receiving reliable second round readings for domestic consumers. However previous difficulties meant these were not spaced 12 months apart. Through 1998 we will progress to a situation where reliable second-round readings spaced close to 12 months will allow provision of good consumption advice.
Proposal
It is intended to continue to use both the above methods to advise consumers on their consumption and during the coming year this advice will become significantly more effective as the reliability and spacing of readings settles into the required pattern.
2. SUMMER CONSUMPTION
Weekly distribution to the media of consumption figures has been successful in keeping in water usage behaviour to the fore. Media response has been excellent with frequent requests for information and interviews directed at both staff and Councillors.
After a rapid increase in consumption during the December hot spell the city has been fortunate to have a series of south-west changes that have cooled the atmosphere and occasionally provided rain. Consumption for January at the time of writing has been high on occasions but has been reasonably close to the five-year average.
| 5-year Average | January 1998 to 25th | |
| Average | 569 | 605 |
| Consumption (litres per head per day) |
The City Council's reticulation system has not been unduly stressed by the consumption and I have not believed it necessary to use delegated powers to impose restrictions. The message has been that we still have a long way to go this summer and the option of restrictions must be held open. When considering whether or not restrictions are warranted I have borne in mind three reasons why the Council would wish to move to restrict consumption and they are:
None of these has been occurring so far this summer. Up-to-date consumption figures will be reported to the meeting and Councillors will have an opportunity to consider the question of restrictions.
3. WATER STRATEGY
Background
Councillors will be aware that for a number of years the city has been looking to the Regional Council to complete the management plans that will provide a long term view of Christchurch-West Melton groundwater management and provide the context within which the city can do its own long term asset planning. This work seemed to be moving to fruition in 1991 with the preparation of the draft Christchurch-West Melton Groundwater Management Plan but the work has since been moved into the Water Chapter of the Natural Resources Regional Plan and seems destined to await a prolonged plan preparation and approval process before it will provide the context and rules that the city seeks.
The problem for the Council is not just one of planning. Public co-operation in conserving water and being prepared to invest in water re-use strategies depends on being able to provide residents with an understandable long term picture of what is required to ensure a sustainable supply into the foreseeable future. The public will respond if they can see and have confidence that their actions support that future. They also expect that the Council will be playing its part in water conservation through active leak detection and efficient use. At the moment that strategic context is lacking. Water becomes an issue as we enter a dry spell and the Council exhorts people to conserve it, but its pleas lack strategic context. Frequently asked questions undermine Council credibility because understandable answers are not given to questions like:
Answers to some of these questions require complex technical investigations only some of which have been completed. Others imply options that need to be considered through a public consultation process. But the work needs to be prioritised and co-ordinated and involve staff from both councils since each has a significant though different interest in the issues.
Proposal
Rather than wait for the production of Regional Council plans the Water Services Unit has initiated a proposal that would see the two councils co-operating in the preparation of a water strategy document for the Christchurch area. The intention is to prepare a scoping report that will be presented to the joint CRC/CCC Councillor meeting recommending the joint work. Given that Committee's approval in principle the matter would then be referred to the separate councils for consideration. The water strategy work would proceed in parallel with Regional Council plan preparation but without duplication of effort. It would inform plan preparation and contain guidelines that would eventually find their place in Regional and City Plan policies and rules. This procedure has already been successfully used in the preparation of flood plain management plans for the Heathcote, Avon and Styx Rivers. At the time of writing the Unit has written to the Regional Council seeking support for this process.
4. WATER CONSERVATION DEMONSTRATION HOME
Approaches have been made by a private interest keen to see established in Christchurch a demonstration home that would feature the full range of water saving and water re-use facilities and devices (retention of stormwater, re-use of grey water, minimum use devices, drought-resistant planting and water-efficient garden practice etc). It is possible that the home could also include on-property treatment of sewerage allowing garden irrigation of treated effluent. Under the current suggestion the City Council would not be required to provide capital towards house construction but would be involved in supporting the project, on-going monitoring of water consumption and promotion of the concept to the public. At this stage the Water Services Unit is seeking approval in principal from the Committee to further this proposal with details including initial or on-going expenditure commitments to be brought back for approval at a later date.
| Recommendation: |
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| 2. | DELEGATIONS: PROSECUTION OF WATER SUPPLY RELATED OFFENCES | RR 7041 |
| Officer responsible | Author |
| Water Services Manager | David Rolls |
| Corporate Plan Output: Consents and Applications 9.3.7 | |
The purpose of this report is to recommend that the Council delegate its powers of prosecution in respect of all offences under all water supply legislation administered by the Council.
Recently the Water Services Unit has requested the owner of a tenanted dwellinghouse property to repair a faulty water supply fitting on that property. That fitting is causing considerable quantities of water to run to waste. Despite the requests the owner has failed to take any action.
The Council is now faced with enforcing its requirement. It can do this by stopping or restricting the supply and/or by prosecution. In this case prosecution is considered the appropriate action as stopping or restricting the supply would be unfair on the tenant.
In considering a prosecution it has been discovered that the Council has not delegated its powers to prosecute any offences under any of the water supply legislation which it administers. In the absence of any delegation each prosecution must be referred to a meeting of the full Council.
In the interest of administrative efficiency it is recommended that the Council make the following delegation.
| Recommendation: | That the Council delegate to the Water
Services Manager and the Water Supply Manager (severally)
the power to institute any prosecution and to make any
decision in respect of any matter relating to any such
prosecution, for any offence under:
|
3. 1998/99 DISTRICT ROADING PROGRAMME (DRP) RR 6940
| Officer responsible | Author |
| City Streets Manager | Mark Gordon |
| Corporate Plan Output: Roading | |
The purpose of this report is to obtain the Council's endorsement of the 1998/99 District Roading Programme for Transfund NZ.
BACKGROUND
As part of its normal procedure, Transfund NZ seeks confirmation that the 1998/99 DRP has been adopted by the Council. The Council has yet to formally consider the 1998/99 budget and Annual Plan, therefore any changes that are made to the DRP as a result of this process will be made as part of ongoing reviews.
Attached is the current New Works list for 1998/99 as submitted to Transfund. This largely comprises projects considered and prioritised by the Committee at its October 1997 meeting. A late addition is a request for the Woolston Burwood Expressway, Stage 1, to be reinstated in the programme, also the strengthening of the Blenheim Rd overbridge.
It also includes a line item, Rehabilitations, this is for carriageway smoothing work and renewals (the latter are normally undertaken in association with the Kerb and Channel renewals programme).
Also attached is the summary "Basic Programme" which includes all road system maintenance, resealing and renewal work funded by Transfund.
| Recommendation: | That the 1998/99 District Roading Programme be adopted, subject to final confirmation through the 1998/99 Annual Plan process. |
4. BURGESS STREET RR 6902
| Officer responsible | Author |
| City Streets Manager | Lorraine Wilmshurst, Area Engineer |
| Corporate Plan Output: Traffic Signs and Markings | |
The purpose of this report is to propose a change to the Council's Traffic and Parking Bylaw to provide for one way traffic along Burgess Street, Sumner.
A petition from residents in Burgess Street requesting that parking be restricted to the east side of the street only and that the street be "one wayed" was presented to the Hagley/Ferrymead Community Board in August 1997. The Board at its meeting on 4 February 1998, supported the recommendation that Burgess Street become a one way street.
The "P5" parking restriction on the west side of Burgess Street was removed and a "no stopping at any time" restriction imposed in August 1997. This restriction has been monitored along with traffic movements and pedestrian numbers in the street to ascertain whether or not the road should be one way.
Traffic volume counts for Burgess Street show that approximately 375 vehicles use it each day. There are more vehicles entering from Marriner Street than from the Esplanade but the flow is fairly even. For safety and visibility reasons it is recommended that vehicles enter Burgess Street from the south (Marriner Street) and proceed north to exit onto the Esplanade.
Pedestrian numbers in the street over a short period in the early afternoon at the time of the survey, were nearly twice the number of vehicles using the street during the same time.
Consultation has been carried out with the residents of Burgess Street, Sumner Residents Association, the Sumner Businessmen's Association, and the Sumner community. A leaflet explaining that it is proposed to restrict traffic movements in Burgess Street to one direction only was delivered to all residents and owners of properties in Burgess Street or adjoining the street.
17 replies were received and 13, (ie: 76%) were in favour of Burgess Street being "one wayed". Of the four replies against only two have direct access off Burgess Street. The others have Marriner Street addresses.
| Recommendation: | That proceedings be commenced to alter
the Traffic and Parking Bylaw 1991 by inserting clause 35
in the Fifth Schedule of the Bylaw: "35. Burgess Street, in an easterly direction from Marriner Street to the Esplanade." |
5. CHRISTCHURCH CITY SPEED MANAGEMENT STRATEGY RR 6929
| Officer responsible | Author |
| City Streets Manager | Brian Neill, Traffic Engineer |
| Corporate Plan Output: Traffic Signs and Markings | |
The purpose of this report is to consider the "yellow" draft of the Land Transport Safety (Setting of Speed Limits) Rule 54001 with the view to forwarding submissions on the revised document before 13 February 1998. The report also considers a proposal to review speed limits in the city based on the new Land Transport Safety Rule and experienced gained with the 1997 review which resulted in the introduction of a number of 60 and 80 km/h speed limits on arterial roads and state highways in the city.
1. LAND TRANSPORT SAFETY (SETTING OF SPEED LIMITS) RULE 54001
The Committee will recall consideration of the "red" draft of the proposed rule and the Council's submission to the Rules Team of the Land Transport Safety Authority of 7 April 1997. The "red" draft of the rule was considered by Road Controlling Authorities (including the Christchurch City Council) and various technical groups and experts before being published in its current form for consideration by the public.
Submissions on the "yellow" draft are to be made to the Rules Team by 13 February 1998 the aim being to commit a "green" (government) draft of the Rule into law during November 1998. Once this process has been completed Road Controlling Authorities will be responsible for setting speed limits in their areas and the Land Transport Safety Authority (LTSA) will monitor compliance with the Rule.
City Council Involvement
The Council made submissions to the Rules Team on the "red" draft of the proposed Rule. A number of the submissions referred to the overview section of the document whilst others concerned matters of legal requirements and consultation processes. The following subjects were covered in the submissions made by the Council at that time:
The changes in the processes used to set speed limit on roads in New Zealand was supported by the Council. Questions were asked about the ability of the NZ Police to make available sufficient resources to provide for compliance for urban speed limits in particular. In all 34 written responses were received from Road Controlling Authorities and other organisations with technical expertise. This included a submission from the New Zealand Local Authority Traffic Institute which sent a questionnaire to all the territorial authorities. The questionnaire, developed by Councillor Close in his role as President of the Institute received 43 responses.
Analysis of Submissions on the "Red" Draft of the Proposed Rule
Attached to this report is a condensed copy of the LTSA responses to the submissions made. The Committee will be pleased to learn that the Rules Team have done a thorough job of assessing the submissions and have modified the Rule to include many of the improvements suggested and incorporated new provisions for 30 km/h limits in urban areas where traffic calming has been introduced as the result of the development of LATMS. Procedures have also been outlined for introducing speed limits lower than 50 km/h on non-through roads and between 20 and 80 km/h for temporary speed limits.
Of particular interest to the Council is allowance for the Director to authorise trials for variable speed limits on roads where congestion has become a problem and in school zones. The new document suggests that at present there is no practical experience of variable speed limits in New Zealand and that the LTSA has received a proposal (from the Christchurch City Council) to trial part time speed limits outside schools.
Copies of the new "yellow" draft of the proposed rule are tabled. Due to the short time frame given to submitters a draft submission on the latest document was circulated to Councillors at the meeting and has been forwarded to the Land Transport Safety Rules Team.
The submission concentrates on criteria for speed limits under 50 km/h with respect to temporary, recreational and non-through road limits.
| Recommendation: | That the Council ratify the submission (tabled) forwarded to the Land Transport Safety Rules Team. |
6. RICCARTON AVENUE TRAFFIC MANAGEMENT RR 6910
| Officer responsible | Authors |
| City Streets Manager | Peter Atkinson and Brian Neill |
| Corporate Plan Output: Traffic Signs and Markings; Black Spot Remedial Works | |
The purpose of this report is to advise the Council of proposed improvements to traffic management along Riccarton Avenue. The Hagley/Ferrymead Community Board has also considered this report and is recommending that the Council approve changes to kerbside parking restrictions along the Avenue to enable a flush (painted) median to be installed and two pedestrian refuge islands.
Changes in traffic management along Riccarton Avenue have arisen from concerns about traffic safety. These concerns are:
The number of crashes occurring along the Avenue.
The difficulty that students from Christs College have in crossing Riccarton Ave when walking between the school grounds and the playing fields in South Hagley Park.
The concern of the Parks Unit about safety and ease of access to and from the tennis and bowls area, Hagley Oval and the entrance to the Horticultural Building.
The result of a crash reduction study and safety audit carried out by traffic engineering practitioners at a road safety engineering workshop at Christchurch in April 1997 highlighted the need to take appropriate action to address these matters.
The proposed changes to the road markings along Riccarton Avenue are illustrated on the plan attached to this report. Provision has been made for the installation of edge lines, the introduction of a flush median incorporating turning bays into the access roads servicing Hagley Park and the construction of two pedestrian refuge islands.
The proposed edge lines will provide for the movement of cyclists along the Avenue but will not be marked as cycle lanes as there is an existing cycle path on the north eastern side of the road in North Hagley Park. It is intended that this facility will be complemented with a similar one on the south western side of the road in South Hagley Park. The edge lines will provide added definition of the road alignment and bring the existing marking up to an arterial road standard.
The proposed road markings will provide for two lanes of traffic into the central area and extend the one lane section out of the city between the entrance to the Oval in South Hagley Park and the entrance to the bowls and tennis facilities in North Hagley Park. These markings do reflect the traffic volumes on Riccarton Avenue where there is a marked imbalance in traffic flow with the greater volume of traffic moving into the central city.
There are a number of small changes to parking restrictions which includes an adjustment to the "no stopping" areas, the relocation of the bus stop next to the entrance to the tennis and bowls facilities and a small increase in the number of on street parking spaces. Fifteen of these spaces are located next to the Christs College sports grounds entrance and one on the northern side to the east of the roundabout. Three spaces are lost near the roundabout.
The proposed flush median will assist pedestrians in crossing the Avenue. At two locations within this median pedestrian refuge islands will be constructed to assist people crossing the roadway. This work will be funded from the black spot remedial works budget.
| Recommendation: | That the Council adopt the following
recommendations from the Hagley/Ferrymead Community
Board:
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| 7. | BELLSOUTH TELECOMMUNICATION FACILITY - LICHFIELD STREET CAR PARKING BUILDING | RR 6935 |
| Officer responsible | Author |
| Parking Operations Manager | Property Services Officer, Lewis Burn (4/16) |
| Corporate Plan Output: Off Street Parking (8.5.6 Vol 2) | |
The purpose of this report is to put before the Council a request by Bellsouth to install a telecommunications facility at the Lichfield Street car parking building.
BACKGROUND
Bellsouth have been looking for a cell site in the south western corner of the central business district to provide signal to the area bounded by the city mall, Durham Street South, St Asaph Street and Colombo Street. It is understood the need for a new site is because the levels of mobile phone traffic in this locality is approaching the maximum limit on their existing sites at the Levine building; Moorhouse Avenue, Price Waterhouse; Armagh Street and Commercial Union; corner Liverpool and Cashel Streets. Bellsouth believe the parking building is highly suitable for locating the cell site for the following reasons:
Bellsouth have looked at alternative sites and have concluded that the parking building provides the most suitable location and, if consent is granted, will probably obviate the need to build at least two other sites to achieve the same signal coverage. The primary objective of Bellsouth is to provide good signals to the Cashel Street mall/cafe users. At present excess cellular traffic in this locality is blocking calls. Alternative buildings were considered but discounted by Bellsouth for the following reasons;.
Both these buildings are considered too far a distance from Cashel Street.
(3) Budget Rental Car Building - probably too close a proximity to the St Michael's Primary School.
APPLICATION
The proposal is to install a three sectored antenna system with up to two small microwave dishes approximately 300-600 millimetres in circumference with an associated equipment shelter measuring 3.2 x 4.2 x 2.8m. The preferred location for the equipment shed is the shelter on top of the foyer area adjacent to the lift well at the northern end of the building which serves access to Plymouth Lane.
Site testing by Bellsouth's technicians is being carried out with the Parking Manager's permission and until the results of this test is known the precise location of the antenna will not be determined. The proposal does however envisage a total of six antenna, two on each wall with the exception of the west wall, below the roof line. Where necessary Bellsouth have indicated that the antenna can be painted to blend in with the existing colour of the building panels to minimise the visual impact of the facility. The equipment shelter can also be painted in a blending colour.
RESOURCE CONSENT
In terms of the Council's transitional and proposed City Plans, the application constitutes a discretionary activity and a resource consent will be required. The Resource Management Act consent process will address any environmental effects/concerns over the siting of a cellular base station at this location. The Lichfield car parking building is not within 300 metres of a living zone and is not in close proximity to childcare facilities or housing. St Michael's Primary School would be in excess of 200 metres from the parking building.
PARKING OPERATIONS MANAGER
The Parking Operations Manager does not oppose the application but, if granted, would stipulate the following requirements:
LEASE
The Council holds the Lichfield parking building as a fee simple title. The Council is authorised to lease this building (or part of) for telecommunication purposes under the commercial leasing provisions of the Local Government Act 1974 (ie Section 572 (3)). Bellsouth seek a term of up to 20 years less one day comprising an initial term of five years with three rights of renewal of five years, the last renewal less one day. It is considered two rights of renewal to give a maximum term of 15 years would be long enough. A market rental would be negotiated and subject to three yearly review.
CONCLUSION
Provided the technical site testing proves favourable, a resource consent is granted and Bellsouth can satisfy the Parking Operations Manager's requirements, there would seem to be no substantive reasons for a telecommunications facility not to be sited on the Lichfield car parking building. Plans detailing the precise location of the proposed antenna/dishes and equipment shelter are tabled.
| Recommendation: | That the Council, as landowner, grant
its permission for the Property Manager in consultation
with the Parking Operations Manager to negotiate a lease
up to a maximum term of 15 years with Bellsouth for the
purpose of installing and establishing cellular
transmission equipment on the Lichfield parking building
as outlined in this report, subject to:
|
8. TRANSFER STATION OPENING TIMES RR 6791
| Officer responsible | Author |
| Waste Manager | Mike Stockwell, Waste Manager |
| Corporate Plan Output: Solid Waste, Transfer Stations | |
The purpose of this report is to advise Councillors of the cost of increasing the opening times for the transfer stations following occasional requests for this from commercial refuse collectors. It also addresses currently closed days.
BACKGROUND
Currently the Council's three transfer stations are open from 7.30 am to 4.00 pm every day of the year except 25 and 26 December, 1 and 2 January, ANZAC Day and Good Friday. There are two issues that arise from these opening times. They are:
It is difficult to gauge how useful or popular it would be to open the transfer stations on the other five closed days but the most probable order of public/commercial priority would be ANZAC Day, Good Friday, New Years Day, Boxing Day, Christmas Day (least popular last).
COSTS
Opening the transfer stations for longer hours or extra days results in increased costs for labour and plant operation. When transfer stations are operating the landfill also needs to be open to receive the compacted refuse and this also results in extra costs. Operating costs are typically:
| $/hr | |
| Parkhouse Road | 360 |
| Metro Place | 220 |
| Styx Mill Road | 150 |
| Landfill | 215 |
| 945 |
| Cost per year to open one extra hour | = | 945 x 359 x 1.0 |
| from 4.00pm to 5.00pm | = | 339,255 |
| say | = | $340,000/year |
| Cost to open each of six current closed days | = | 945 x 9.5 |
| = | 8,978 | |
| say | = | $9,000/day |
DISCUSSION
Operating Hours
The cost of extending the transfer stations (and landfill) operating times by one hour per day (4.00pm to 5.00pm) for the whole year is around $340,000. This is a significant extra cost which is not likely to be offset by extra revenue.
Another possibility would be to extend the hours of operation only in the busiest times of spring (September, October and November) and autumn (April and May) rather than for a full year. This would cost around $142,000 extra per year.
A further possibility is the use of smart cards. In 1997 one of the bigger waste collection companies suggested that an after hours smart card entry system be installed at the transfer stations. Further information was requested from the company and no further response was received. However, this system does offer possibilities. A licensing system would be necessary to ensure only responsible operators had after hours entry. Various problem areas would also have to be overcome for example:
Risk of fire after company had left
Dumping of toxic waste
Overloading station
Noise problems with neighbours
Styx Mill cannot have uncontained refuse in the pit overnight
It is recommended that in view of the significant extra costs of opening longer hours, that in the meantime the opening times remain as is. However, the Waste Management Unit will conduct a user survey in late January/early February to ascertain the level of public demand for longer opening times. This will be reported back to the City Services Committee in March in time for inclusion of extra money in the 1998/99 budget if desired.
Opening Days
The cost of opening the transfer stations (and landfill) on each of the six closed days is around $9,000/day. The main problem to this closing seems to be queues after Christmas/New Year. At this stage it is recommended that an extra $9,000 is budgeted in the 1998/99 year to open up on 2 January. This should help reduce queue lengths on 3 January. The survey referred to above will also address the level of public demand for opening on currently closed days.
| Recommendation: |
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| 9. | IMPROVING ENVIRONMENTAL PERFORMANCE OF THE BURWOOD LANDFILL | RR 6968 |
| Officer responsible | Author |
| Waste Manager | Eric Park, Solid Waste Engineer |
| Corporate Plan Output: Burwood Landfill | |
The purpose of this report is to gain the Council's approval to construct a liner under the final Stage, 2C, of the Burwood Landfill and to investigate options to further improve the environmental performance of the whole landfill, as currently budgeted.
CURRENT SITUATION
Layout
Landfilling is due to commence on a new area of ground, Stage 2C, of the existing Burwood Landfill, see attached site plan, around April or May 1998. Stage 2C is the last of four areas to be used for landfilling at Burwood and could be considered a "greenfield" area since no refuse has yet been placed in this area.
Current Environmental Effects
There are currently no significant environmental effects from leachate at the Burwood Landfill. Ammoniacal nitrogen, the only constituent of leachate of any environmental significance for which a plume has been identified, is being generated by Stage 1 of the landfill and has migrated towards the coast, into the Stage 3 area, as shown on Figure 3-20, attached. The concentration of this and other constituents of leachate will be reduced significantly by existing natural treatment systems, such as oxidation by rainfall in the Stage 3 area, before they reach the coast.
Future Environmental Effects/Acceptability
The likelihood of leachate from the Burwood landfill to cause significant environmental effects in the future is dependant on:
While it is likely that the natural systems will continue to perform their existing treatment role it is also most likely that environmental standards will increase over coming years. The Burwood Landfill is likely to continue to produce leachate for in excess of 100 years. The concentration of leachate produced will however continue to reduce over time. Further there is no absolute guarantee that these natural attenuation systems will remain stable in the long term.
ENVIRONMENTAL IMPROVEMENTS ALREADY UNDERTAKEN
Significant improvements to reduce the amount of leachate which is generated have been implemented since opening of the Burwood Landfill in 1984. These include:
REASONS NOT TO IMPROVE FURTHER
Reasons for not improving the Burwood landfill to currently accepted minimum standards include:
REASONS TO IMPROVE ENVIRONMENTAL PERFORMANCE
Current Best Practice
Any new landfill today would have be constructed to significantly higher environmental standards than the Burwood Landfill and would most likely require an engineered liner which could comprise a composite clay and HDPE (plastic) liner.
Generator Pays Principal
While current environmental effects of leachate from the Burwood Landfill are not significant, based on current environmental standards, current generators of waste should pay for appropriate standards of disposal rather than forcing future generations to accept the risk of any possible environmental clean-up in the future. Any increase in waste disposal charges to cover the increased cost could be applied only to organic waste, which generates both leachate and landfill gas.
This would provide a cost incentive for waste generators to separate out inert waste which could then either be recycled or landfilled separately at a lower cost. (Note: There are currently funds allocated in the Draft 1998/99 Corporate Plan to finance initiatives to ban greenwaste from transfer stations and the landfill).
Reducing Maximum Leachate Concentration
While any improvement in environmental effects by lining only a small section of the whole landfill will be small, reducing the total volume of leachate discharged into the environment will increase the ability of natural treatment systems to continue to treat existing discharges to acceptable levels. This will be most important at the Stage 2C/Stage 2B area which is widest section of the landfill (perpendicular to groundwater flow) and has the narrowest natural treatment zone between it and the coast. Lining Stage 2C will reduce the peak concentration of leachate from the Burwood landfill discharged at the coast by almost 20%.
FURTHER IMPROVEMENT OPTIONS
The Whole Landfill
Leachate concentration levels at which action will need to be taken to remediate (clean-up) leachate before it causes any significant environmental effect are currently being determined. Options for leachate extraction include:
Initial investigations indicate that an abstraction trench is unlikely to be very effective since leachate becomes diluted and therefore more difficult to treat when it enters groundwater. Extraction wells, which remove the leachate before it enters the groundwater, are therefore the likely best alternative. Such wells would be a more expensive option than the abstraction trench. This will be the subject of a further report on completion of appropriate investigations.
Stage 2C - The Next Area To Be Filled
Stage 2C of the landfill will provide almost three years of landfill life and will represent approximately 12% of the final refuse volume. Given that Stage 2C is a "greenfield" area, we currently have the opportunity to significantly reduce its potential to discharge leachate by constructing a liner and leachate collection system for this portion of the landfill. Advantages of this include:
COSTS
Preliminary cost estimates for the above options are outlined below. This funding was reported the City Services Capital Smoothing committee on 30 October 1997. While Options 1 and 3 have been allowed for in the 1998/99 Draft Corporate Plan they could be cost neutral by increasing gate charges for organic waste, which generates leachate:
| OPTION | TOTAL COST | COST PER TONNE | LEACHATE
DISCHARGE (Stage 2C only) |
|
| 1 | Construct basic liner for Stage 2C, using a 600mm CLAY LINER and leachate extraction system but without an HDPE (plastic) liner | $2,200,000 over five years ($440,000/year from 1997/98 onwards) | $2.00/tonne, incl GST, (5% increase) |
2m3/day (90% reduction, down from 20m3/day with no liner) |
| 2 | ALTERNATIVE, not currently budgeted. Construct a 600mm CLAY AND HDPE (PLASTIC) liner and leachate extraction system | $3,600,000 over five years ($720,000/year) | $3.35 tonne, inc. GST, (8% increase) |
0.2m3/day (99% reduction, down from 20m3/day with no liner) |
| 3 | Investigate options for remediation of leachate from whole landfill and, if appropriate, construct abstraction system to collect leachate and pump to the Bromley sewage treatment plant | $410,000 For
1998/99, Note: Additional money is likely to be required from 1999/00 onwards. This is not in the Draft Corporate Plan because the amount required cannot be precisely estimated until investigations in 1998/99 are completed. |
||
Clearly Option 1, the basic clay liner which reduces leachate discharge from Stage 2C by 90%, is more cost effective than Option 2 which reduces leachate discharge by a further 9% but costs 60% more than Option 1.
CAPPING AND LANDFILL GAS GENERATION
Improving the quality of the final capping layer over the Burwood Landfill would reduce rainfall infiltration and therefore reduce the potential for leachate to be generated. On the other hand, letting rainfall in could make the landfill digest itself more rapidly and therefore reduce the number of years over which significant quantities of leachate are being generated and therefore groundwater monitoring is required. The technical feasibility, environmental benefit and cost effectiveness of constructing an improved capping layer is currently being investigated.
Improving the quality of the final capping layer could also reduce the discharge of landfill gas. The rate of landfill gas generation at the Burwood Landfill and the potential for it to cause any significant environmental effects is also being investigated and will be the subject of a further report.
SUMMARY AND CONCLUSIONS
While there are currently no significant environmental effects from leachate generated by the Burwood Landfill this situation is dependant on natural systems (e.g. upward groundwater flow, oxidation over Stage 3 area etc) and cannot be guaranteed with any real certainty to continue in the future.
There is no real justification, other than cost, for not employing current minimum international landfill construction practices at the Burwood landfill to protect the environment. Lining the final Stage, 2C, of the Burwood landfill and increasing gate charges accordingly would have the following advantages. It would:
| Recommendation: |
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10. SYMES ROAD - NO RIGHT TURN RR 7049
| Officer responsible | Author |
| City Streets Manager | Paul Burden, Area Engineer |
| Corporate Plan Output: Road Markings and Signs | |
The purpose of this report is to seek Council approval to prohibit right turn manoeuvres out of Symes Road at the Main South Road intersection.
LOCATION
Green Lane, Symes Road and Main South Road intersect at a point immediately west of the Sockburn overbridge. In fact, the overbridge is just starting to rise within the intersection. The location of the intersection is such that it attracts a high percentage of heavy vehicles travelling to and from the industrial areas of Parkhouse Road, Hayton Road etc. Main South Road is a four lane median divided road carrying around 36,000 vehicles per day. This is the highest concentration of traffic on any road in Christchurch.
THE PROBLEMS
There is considerable concern at the level of safety at the intersection. The reported accident data over the last five years reveals a total of 15 accidents at an average of three per year. Whilst this has not attracted any immediate priority from Transit New Zealand (Main South Road is a state highway), the poor safety record is still significant.
A recent fatality at the intersection has highlighted the need to consider some form of remedial action as soon as possible.
The most significant problem is created by the combination of poor visibility for vehicles exiting the side roads and the speed of traffic travelling down from the overbridge. From an examination of the accident data it is clear that traffic turning right into and right out of Symes Road are having the most difficulty. The right turn out contributes to seven out of the 15 recorded accidents and the right turn in contributes to five.
It is the right turn out of Symes Road that is of particular concern. Most drivers won't even attempt this turn. However, there are some who are willing to take the risk. From observations, in most instances the turn cannot be completed in one go. Drivers will often "dart" to the middle of the roadway where limited protection is provided by the median, then will wait for a gap in the opposing traffic before quickly turning to the right and joining the traffic stream. This is an extremely high risk manoeuvre in this environment and will often result in some form of evasive action by other traffic, ie sharp braking or sudden lane change.
Visibility is limited due to the location of the intersection with respect to the overbridge. It is only possible to see a vehicle approaching when it appears over the top of the bridge. These vehicles are often travelling at speeds in excess of 60 kph.
TURNING VOLUMES
The turning traffic volumes were surveyed over three separate one hour periods, these being morning peak, off peak and evening peak. The data shows that the right turn into Symes Road is quite a high volume manoeuvre (126, 124 and 174 respectively). Around one third of these are heavy vehicles.
Conversely, the right turn out of Symes Road is a low volume movement (9, 32, and 23 respectively). It is considered that this is directly associated with the complexity and high risk in this manoeuvre. Only eight heavy vehicles completed this manoeuvre, all of which occurred in the off peak period. No heavy vehicles attempted this turn in the peak hours surveyed.
DISCUSSION
A meeting was held recently with representatives from New Zealand Police, Transit New Zealand and City Council staff. The meeting was called to discuss the mutual concern with safety at the intersection and to a degree was sparked by the recent fatality. There was a consensus reached that the safety of the intersection can be significantly enhanced by banning all right turns out of Symes Road. It is considered that the significant safety benefits of this proposal far outweigh the inconvenience to the very minor number of vehicles currently carrying out this manoeuvre.
The vehicles which would no longer be able to turn right will either utilise the Parkhouse Road/Curletts Road intersection or will "U-turn" at the purpose-built facility on Main South Road near Handworth Street. Due to the low volume of vehicles being considered there is no expectation of any problem being transferred to these locations where turns can be more safely accommodated.
Another outcome of the meeting was that there is a need to carefully plan for traffic growth in this area. Transit New Zealand have already done a lot of work on possible future road links to alleviate congestion and improve traffic safety. The intersection of Green Lane, Symes Road and Main South Road will be included in the ongoing study as will other intersections along Main South Road including the Sockburn roundabout. The proposed turning ban is a short-term solution targeted at immediate safety benefits in a high risk traffic environment. It is acknowledged that the Council needs to work closely with Transit New Zealand in the development of comprehensive traffic management proposals which will address the increasing growth in the area and meet the demands of the future.
CONCLUSION
To improve traffic safety at this intersection is important. Prohibiting the right turn out of Symes Road will remove a potential hazard and a factor in seven out of 15 reported collisions at this junction over the past five years.
If the "no right turn" sign is approved a traffic island will be constructed and the alignment of the left turn facility changed to provide guidance for drivers approaching the intersection from Symes Road.
Recommendation: That the Council prohibit at any time right turns out of Symes Road at the Main South Road (State Highway 73)/Green Lane intersection.
PART B - REPORTS FOR INFORMATION
| 11. | BURWOOD LANDFILL RESOURCE CONSENT/APPEAL BY WASTE MANAGEMENT LIMITED | RR 6950 |
As a result of recent discussion with Waste Management Ltd the company's appeal against the Canterbury Regional Council's decision to grant a resource consent for Burwood Landfill to operate for eight years from mid 1994 has been withdrawn. The City Council's cross-appeal will be withdrawn also. This is a very satisfactory conclusion to the matter. Councillors will recall negotiations are about to start between the Canterbury Waste Joint Standing Committee, Waste Management Ltd and Envirowaste Services Ltd to establish a consortium for the establishment of a new Canterbury Regional Landfill. The gesture of goodwill by both parties in withdrawing appeals is a very good start to the negotiations.
| 12. | NZ POLICE - CHRISTCHURCH DISTRICT SAFETY REPORT: 1 JULY 1997-31 DECEMBER 1997 |
Inspector Barry Thackwell was in attendance at the meeting and presented the Police report.
13. CO-ORDINATING COMMITTEE FOR TRAFFIC SAFETY RR 6890
The Traffic Safety Co-ordinator, Susan Cambridge, was in attendance and commented on issues raised at the December meeting of the Co-ordinating Committee.
14. BLENHEIM ROAD TRAFFIC MANAGEMENT RR 6911
The Committee was advised of plans to improve traffic management along Blenheim Road to provide increased safety for motorists, cyclists and pedestrians and to improve the streetscape. The plan will be circulated to residents and businesses fronting Blenheim Road with a view to receiving information which could lead to any improvements to the proposal. It is expected that construction works may commence in May or June 1998. An allowance has been made in the 5 year capital works programme to complete the project in the 1999/2000 financial year. The total cost of the works has been estimated at $1,403,000.
15. BARRINGTONS RR 6981
The Committee was advised of a plan to improve traffic management in the vicinity of the Barrington Mall. This plan is being circulated to residents and businesses in the area for comment. A feature of the proposed plan is the rerouting of the Barrington (No 14) bus through the mall car park area. The Committee endorsed the proposals subject to a bus stop being incorporated inside the mall area adjacent to the mall entrance.
16. FEES FOR GREENWASTE AT TRANSFER STATIONS RR 6792
The Strategy and Resources Committee had requested a report following a view expressed by a number of Councillors that fees for green waste at transfer stations should be progressively phased out with compensating adjustments to other transfer station charges. The report was referred to the City Services Committee for recommendation to the Strategy and Resources Committee's Annual Plan meeting. The report outlines the background to the setting of the fees and the possible effects of phasing them out.
Apart from occasional adverse comment the public accepts the level of greenwaste fees as being reasonable. It is far from certain that reducing fees to zero would attract much more greenwaste whilst this action would undermine the Compost Plant financial results. Increasing fees on other vehicles to compensate is likely to result in strong adverse public reaction. For these reasons the Committee has recommended that the fees for greenwaste remain as is.
| 17. | ENVIRONMENTAL MANAGEMENT SYSTEM FOR PARKHOUSE ROAD REFUSE STATION | RR 6952 |
The Waste Management Unit is developing a new approach to the environmental management system at the Parkhouse Road Refuse Station site. This is a development of and will be included under the Waste Management Unit's initiative to implement cleaner production within Council units. A consultant has been appointed to provide assistance with the overall cleaner production/environmental management system initiative. One of the first tasks for the consultant will be to work with the Waste Minimisation Officer and the Waste Investigation Officer to define the scope and expectations for this overall project and to develop a detailed program of actions, responsibilities and timetable for developing the environmental management system. This plan will be finalised in February. It is likely that the environmental management system will be used as a case study in a national project to develop guidance for local authorities implementing environmental management systems. The project is partially funded by the Ministry for the Environment and managed by Pattle Delamore Partners from their Auckland office.
18. CLEANER PRODUCTION STUDY TOUR RR 6789
The Commercial Waste Minimisation Officer, Christine Byrch, provided a report on her attendance at the European Roundtable on Cleaner Production in Oslo, 1 to 3 November; and visits to local authorities in the UK and Denmark. The study tour was funded by a grant from the Bertelsmann Study Award, with additional funds from the Waste Management Unit and the Environmental Policy and Planning Unit.
The Committee received the report and requested that the City Manager consider an eco-management system for the Council similar to that successfully developed for the efficient management of energy.
PART C - REPORT ON DELEGATED DECISIONS TAKEN BY THE COMMITTEE
19. SUPPLEMENTARY REPORTS
The Chairman sought the approval to introduce supplementary reports on the following topics:
1. Delegations: Prosecutions of Water Supply Related Offences
2. Symes Road No Right Turn
The reasons why the items were not included on the main agenda and why the reports could not wait for the next meeting were explained to the Committee.
It was resolved that the reports be received and considered at the present meeting.
20. CYCLEWAYS INITIATIVES BUDGET RR 6937
The Transport Projects Officer sought the Committee's approval to allocate the remaining $68,000 of the cycleways initiative budgets to the following projects:
$8,000 to colour a 300m length of Kilmarnock Street, and remark the painted cycle lanes at the proper standard. The City Services Committee approved a coloured cycle lane trial in mid-1997.
$40,000 for minor works along Ferry Road and Main Road to complete this cycle route into the city.
The remaining $20,000 to bring existing cycle paths and routes up to minimum "best practice" standard. For example some cycle paths need minor alignment changes and barriers removed, and some cycle lanes need continuation or minor kerb work to make extra space.
The Committee resolved that the proposed allocation of the cycleways minor works budget be approved.
21. CYCLE PLANNING/PROMOTION BUDGET RR 6938
The Transport Projects Officer sought the Committee's approval for the allocation of remaining funds of $28,500 on the following items:
It was resolved that the allocation of the funds as outlined be approved.
22. CYCLE PROMOTION PROGRAMME RR 6939
The Transport Projects Officer outlined a proposal for the production of a quarterly cycling magazine with the objective of promoting cycling in Christchurch.
The Committee resolved to support the trial publication of two editions of a cycling quarterly, at a total cost of $10,500 and that the trial be evaluated by the Cycle Steering Group.
| 23. | CHRISTCHURCH CITY SPEED MANAGEMENT STRATEGY 1998 SPEED LIMIT REVIEW | RR 6929 |
The Council has developed a speed management strategy for roads in the city in association with the Land Transport Safety Authority, Transit NZ, NZ Police and the NZ Automobile Association. The strategy covers analysis, monitoring, engineering, education, publicity and enforcement issues with the aim to make roads safer by managing the speed of vehicles. The Committee has been advised that the timing of initiatives such as the introduction of trials for school speed zones and possibly LATMS, may mean that some decisions cannot be made during the term of this Council.
The Committee resolved:
| 24. | RICHMOND HILL ROAD STREET TREE MAINTENANCE AND FELLING | RR 6932 |
The Parks Arboriculturist sought the Committee's approval for the removal and replacement of plane trees in Richmond Hill Road.
The Committee resolved that a sub-committee of Councillors Denis O'Rourke and Ron Wright meet on site to inspect the trees and footpath damage caused by the trees and report back to the next meeting of the Committee.
The meeting concluded at 6.40 pm.
CONSIDERED THIS 25TH DAY OF FEBRUARY 1998
MAYOR