Agenda of Works and Services Committee Meeting

File Ref: 17/801

REPORT TO: Works and Services Committee

MEETING DATE: Tuesday 21 November 2017

FROM: Strategic Transportation Engineer

Nilesh Redekar

SUBJECT: Hastings North Eastern Area Wide and Pakowhai Road Corridor Management Plan

1.0 SUMMARY

1.1 The purpose of this report is to obtain a decision from the Council on the recommendations contained in the Hastings North Eastern Area Wide Corridor Management Plan (CMP) and the Pakowhai Road Corridor Management Plan (CMP).

1.2 This proposal arises from two CMP’s covering the areas detailed below.

Figure 1 – Extent of Study Area

1.3 The Council is required to give effect to the purpose of local government as prescribed by Section 10 of the Local Government Act 2002. That purpose is to meet the current and future needs of communities for good quality local infrastructure, local public services, and performance of regulatory functions in a way that is most cost–effective for households and businesses. Good quality means infrastructure, services and performance that are efficient and effective and appropriate to present and anticipated future circumstances.

1.4 The objective of this decision relevant to the purpose of Local Government is to provide good quality infrastructure that is safe, affordable, integrated, accessible, efficient, and effective in meeting the needs of present and anticipated future circumstances.

1.5 This report concludes by recommending:

· That the report of the Strategic Transportation Engineer titled “Hastings North Eastern Area Wide and Pakowhai Road Corridor Management Plan” dated 21/11/2017 be received.

· That Council adopt both Corridor Management Plans for strategic direction.

· That Council consider recommendations of both Corridor Management Plans as the preferred solutions for the network allowing for refinement during subsequent modelling and design in the Thirty Year Infrastructure Strategy and Long Term Plan 2018-28 process.

2.0 BACKGROUND

2.1 A series of corridor studies have been identified in the LTP to investigate short and long term interventions on Council’s strategic corridors.

2.2 These interventions include but are not limited to road renewal, safety improvements, walking facilities, cycling facilities, CBD renewals, travel plans, parking strategic and travel demand management initiatives and the Council’s flagship ‘model community’ project.

2.3 Council has previously invested in the development of a Corridor Management Plan on Havelock Road/Heretaunga Street East and has since started the staged implementation of the recommendations from that study (shared cycleway/footpath). The Hastings North Eastern Area Wide CMP and Pakowhai Road CMP are the subsequent studies of this nature that are completed in recent years.

2.4 Pakowhai Road was selected for a CMP as it is one of Hastings key arterial routes for commuter traffic and freight access. It provides a direct access to the industrial areas of Whakatu and Tomoana and also provides a strategic link between Hastings and Napier.

2.5 The Hastings North Eastern Area Wide CMP was progressed primarily to consider similar issues in relation to St Aubyn Street and Karamu Road whilst also accounting for key access requirements in to the Tomoana industrial area and commercial retail areas on Karamu Road/St Aubyn Street.

2.6 The CMP’s are intended to assist in achieving a highly efficient freight route connecting the Whakatu-Tomoana industrial and Karamu - St Aubyn clusters to the Hawkes Bay Expressway (HB Expressway), while also making provision for attractive multi-modal transportation choice, particularly in the urban area.

2.7 The scope of the CMP’s was to evaluate the performance of the existing network in terms of development, access (private and road), parking demands, alternative transport facilities, people and freight movement and safety.

2.8 The outcome of the study is the development of a CMP which, when implemented, will provide adequate infrastructure for the expected future transportation demands of the network. This includes maintaining road safety, provision for increased freight traffic on the route and enhanced walking, cycling, and also public transport facilities for the period to 2046.

2.9 The process adopted for the CMP can be broadly summarised as follows:

· Review of historic transportation projects and studies relevant to area;

· Review of current and future land-use projections for surrounding area;

· Assessment of current and future traffic demands (volumes) for the network;

· Assessment of road safety issues and concerns;

· Data collection through stakeholders and public engagement and consultation;

· Identification of desired corridor objectives for key routes within the study area; and

· Development of project alternatives to address identified problems and achieve desired objectives.

3.0 CURRENT SITUATION

3.1 As identified in paragraph 2.4 and 2.5, the study area was selected based on the number of strategically important routes within the area and the anticipated land-use and transport changes impacting the network over the coming years.

3.2 The predominant issues identified currently and in near future include traffic delays and queuing, road safety, pedestrian and cycle connectivity and access to development areas.

3.3 With respect to road safety, the analysis undertaken details a number of locations with high incident crash records including:

· Frederick Street/Karamu Road/Grove Road;

· Tomoana Road/St Aubyn Street;

· Nelson Street/St Aubyn Street;

· Nelson Street/Queen Street;

· St Aubyn Street/Willowpark Road;

· Fitzroy Avenue/Nelson Street;

· Fitzroy Avenue/Tomoana Road;

· Pakowhai Road/Elwood Road;

· Pakowhai Road/Richmond Road;

· Pakowhai Road/Ruahapia Road;

· Pakowhai Road/Farndon Road.

3.4 The traffic operational performance of the network is shown to deteriorate in future years as development intensifies throughout the district. Figures 2 and 3, detail the likely link and intersection issues during 2026 morning and evening peak hours especially along following areas of network:

· Ruahapia Road (will be resolved on completion of Whakatu Arterial Link);

· Elwood Road/Pakowhai Road;

· Richmond Road/Pakowhai Road

· St Aubyn Street (near Karamu Road)

· Pakowhai Road/St Aubyn Street

· Karamu Road/Frederick Street

Figure 2 - Link Level of Service Plots (red being poor)

Figure 3 - Intersection Level of Service Plots (red being poor)

3.5 Freight movements within the study area are also observed high on a number of routes and in some instances they present a conflict with adjoining land uses (i.e. residential and schools) and other vulnerable road users (pedestrians/cyclists etc.). Figure 4 identifies the current freight routes within the residential area of the study extents.

Figure 4 - Freight Movements in residential area

3.6 Cycling provision is relatively good within the study area although a number of key and strategic linkages are currently of a poor and inconsistent quality (or are missing). Additional gaps in the cycle network are further summarised in Figure 5.

Figure 5 - Cycle connectivity issues

4.0 INTERVENTIONS

4.1 Both CMP identified a number of individual projects which would address the identified issues and will assist in achieving the long term aspirations for the network. A number of these projects were also identified through previous strategic studies, such as Whakatu Arterial Link (WAL), but are included within this study for completeness, given impacts anticipated along Pakowhai Road and the wider network resulting from these projects.

4.2 In general terms the interventions were thoroughly assessed using the Heretaunga Plains Transport Study (HPTS) Traffic Model (for future years) and through an economic evaluation.

4.3 The proposed interventions can be summarised in three categories as follows:

· Strategic interventions – large projects such as the Whakatu Arterial Link (WAL) and North Eastern Connector (NEC).

· Corridor Interventions – operational, safety and amenity proposals for whole corridors within the study area.

· Intersection Interventions – specific intersection projects aimed at improving operation, safety and connectivity.

4.4 Strategic Interventions

4.4.1 The strategic transportation projects which will impact the study area include the Pakowhai Road/Links Road/Expressway intersection enhancements, the WAL project and the NEC project.

4.4.2 Each of these projects highlighted have previously been assessed within the HPTS and are shown to deliver significant economic benefits for the region and will outweigh considerably the associated implementation costs. The WAL and the Pakowhai Road /Links /Expressway projects are already well advanced with construction have already commenced on WAL project.

4.4.3 The NEC project was re-evaluated through the Hastings North Eastern Area Wide CMP to confirm the anticipated benefits are still appropriate. Given the WAL is at construction stage now the CMP considered and assessed whether the benefits of an additional link road (NEC) will be warranted.

4.4.4 This assessment considered 2 route options as follows:

Alternative 1 – Link road from Pakowhai Road to Karamu Road

Alternative 2 – Link road from Pakowhai Road to Tomoana Road

4.4.5 Both alternatives are proposed to commence at the Hawke’s Bay Expressway (SH50A) and will utilise the existing Evenden Road corridor to the roundabout at Pakowhai Road. A new link is proposed from Pakowhai Road to Tomoana Road. Alternative 1 will continue south along Coventry Road and will require a new rail crossing with the remainder of the alignment running parallel to Kennilworth Road through the A&P Showground with a new roundabout at the intersection with Karamu Road. Alternative 1 will require the closure of Elwood Road at the railway line as NZ Rail have indicated in past that they will not accept an additional rails crossing so closely allocated.

4.4.6 The economic assessments (as summarised in Table 1) confirmed that constructing either of these alternatives will likely deliver significant benefits to the region. Alternative 1 despite being the costliest alternative, is predicted to have the highest benefits over span of 40 years and will likely provide a better economically viable alternative.

Table 1 – Economic Assessment Summary

ITEM	ALTERNATIVE 1	ALTERNATIVE 2
Total Net Benefits (TTS, VOC)	$31.8 M	$16.6 M
Total PV Costs	$6.4 M	$4.1 M
BCR	5.0	4.0

4.4.7 The majority of benefits for both alternatives will come from travel time and vehicle operating cost savings, as the project will provide a shortest and quickest link from the expressway to surrounding industrial areas. Moreover, Alternative 1 that connects to Karamu Road, is predicted to be more effective at shifting through traffic onto the NEC from local areas with nearly twice travel time and vehicle operating cost savings when compared to Alternative 2.

4.4.8 The present value of Alternative 2 is estimated to nearly $4.1M and will provide a BCR of 4.0. However, Alternative 2 will result in discharging the re-routed traffic on Tomoana Rd (and Frederick Street) Corridor that will likely experience additional traffic levels including industrial traffic, on nearby residential areas with increased safety risks and ultimately result in reduce socio-economic values.

Figure 6 – Strategic Interventions - NEC

4.4.9 Should the NEC scheme not proceed, there would be a requirement to invest in additional corridor and intersection solutions especially on Elwood Road, Richmond Road, Frederick Street and St Aubyn Street. Furthermore, if either alternatives are not proceeded, then it will increase traffic levels (including industrial) on residential areas that will increase safety risks and will dampen socio-economic values of community.

4.4.10 The recommended solution from the 2018-21 Long Term Plan Workshop is to update traffic models and investigate most effective solution over next three years, informing 2021-24 Long Term Plan and consider interim safety works.

4.5 Corridor Interventions

4.5.1 These interventions include a number of individual projects which address current and future operational, safety and connectivity issues along the key corridors within the study area (Pakowhai Road, Karamu Road, Frederick Street and St Aubyn Street).

4.5.2 Some of the proposed interventions have already progressed (in part) and represent the desired long term solutions for each location. The timeframe for delivery of these enhancements is not set and will extend over many years (and perhaps decades) and as such the proposed treatments should be considered a conceptual aspiration which will be refined and confirmed at the time of implementation.

4.5.3 It is predicted that a section of Pakowhai Road between Stortford Lodge and St Aubyn Street will operate at capacity during both peaks in future years (i.e. after 2030) and will result in longer queues and significant intersection delays. To mitigate this capacity issue in future years, an additional northbound lane for this section on Pakowhai Rd is proposed. A flush hatched median is also proposed to improve access and egress from adjacent properties and a shared footway/cycleway is also included to facilitate better cycle connectivity.

Figure 8 - Typical cross-section proposed on Pakowhai Rd between Stortford Lodge and St Aubyn Street

4.5.4 Between St Aubyn Street and Evenden Road an on-road cycleway and daytime ‘clearways’ is proposed in medium term. This involves removing car parking on road during daytime to facilitate enhanced cycle provision whilst accommodating a flush central median aimed at improving access to and from adjacent properties. Given the implications on car parking and other conflicts a significant consultation strategy is required prior to progressing this scheme any further.

4.5.5 After the Lyndhurst Road Developments, it is envisaged that some form of improvements will be required for the Pakowhai Road/Lyndhurst Road intersection.

Figure 9 - Typical cross-section proposed on Pakowhai Rd between St Aubyn Street to Evenden Road

4.5.6 An improved cycle facility between Evenden Road and Chesterhope Bridge on Pakowhai Rd, is also proposed which will likely connect safely with the Chesterhope Bridge clip-on project. This link will provide a direct route from Pakowhai Country Park (and existing HB trails) to Hastings CBD and beyond. A future cycling link from Chesterhope Bridge to Napier (via Gilbertson Road and Brookfields Road) is also proposed. This work is currently under implementation as part of the Urban Cycleway Programme 2015-18.

Figure 10 - Typical cross-section proposed on Pakowhai Rd between Evenden Road and Chesterhope Bridge

4.5.7 The provision of a pedestrian/cycle clip-on structure on Chesterhope Bridge to resolve the connectivity and safety issues associated to this narrow bridge was identified in the study and is already completed.

4.5.8 Enhanced pedestrian crossing provision and bus stop infrastructure within the Pakowhai Village, supported by amenity interventions at this location to achieve a gated threshold is already completed.

4.5.9 Further interventions are proposed along Pakowhai Road including a flush central median through the rural section of the route supported by roadside guard rail at roadside hazard locations (large open drains etc.).

Figure 11 - Typical cross-section proposed on Pakowhai Rd between Chesterhope Bridge and Pakowhai Village

4.5.10 Following the completion of the NEC, traffic volumes and heavy vehicle movements along Frederick Street are predicted to reduce considerably. This will provide opportunity to create an improved streetscape and will enhance current cycle connectivity along this route. This opportunity is depicted in Figure 12.

Figure 12 - Typical cross-section and measures proposed for Frederick Street

4.5.11 St Aubyn Street will continue to provide a key traffic function in the future and a route solution that balances high traffic volumes with quality walking and cycling provision is proposed as shown in Figure 13.

Figure 13 - Typical cross-section and measures proposed for St Aubyn Street Residential Section

4.5.12 Improving the cycle linkages through the study area are critical to achieving the long term aspirations of Council and new and improved cycle facilities on Caroline Road (or rail corridor), Willowpark Road and Collinge Road are also identified as future projects.

4.6 Intersection Interventions

4.6.1 Both CMPs identify number of intersections that will require considerable improvements to address current and future operation as well as safety issues. There are no proposed works at the Richmond Road/Pakowhai Road intersection and the Elwood Road/Pakowhai Road intersection on the basis that the NEC link will be provided, however if the NEC does not proceed then it would be necessary to propose considerable improvements at both intersections including the Frederick Street/Pakowhai Road intersection.

4.6.2 Safety enhancements at the Farndon Road/Pakowhai Road intersection are proposed to resolve the current issues associated with right turning vehicles from Farndon Road. This work will be delivered through the WAL.

Figure 15 - Farndon/Pakowhai Intersection Improvement

4.6.3 The signalised intersection at St Aubyn Street/Frimley Avenue/Pakowhai Road will experience increased delays and queuing in future years requiring an improved design at this location. A number of layouts are investigated within the CMP for consideration during the design stage.

Figure 16 – Proposed options at the St Aubyn Street/Pakowhai Road Intersection

4.6.4 As development in Havelock North continues to grow and with an expected change in traffic routing following completion of the WAL and NEC projects (i.e. after 2026), it may be necessary to consider intersection improvements at St Georges Road/SH2.

Figure 17 - Proposed improvement at the St Georges Road/SH2 intersection

4.6.5 It is envisaged that traffic levels on the St Aubyn Street/Windsor Ave will likely increase considerably in future years (especially after 2026) that an intersection upgrade will be required to facilitate safe and efficient movement of all traffic.

Figure 18 - St Aubyn Street/Windsor Avenue Solution

4.6.6 The Hastings Street/St Aubyn Street intersection is also predicted to experience increased traffic delays during peak hours in future years. Following options is investigated that will likely improve traffic delays and will likely enhance pedestrian connectivity across St Aubyn Street.

Figure 19 - St Aubyn Street/Hastings Street Solution

4.6.7 A number of smaller scale interventions are also proposed at the Frederick Street/Tomoana Road intersection, the St Aubyn Street/Karamu Road intersection and the Pakowhai Road/Lyndhurst Road intersection. These works will likely include improvements to existing signal staging, enhanced pedestrian and cycle provision and road safety improvements.

5.0 SIGNIFICANCE AND ENGAGEMENT

5.1 The involved level of consultation was adopted (in accordance with guideline set out in Council’s significant and engagement policy) for both CMPs. A range of consultation and stakeholder engagement was completed including meeting with stakeholders and consultation with general public. A number of different approaches were adopted for each as detailed in the diagram below.

5.2 Approximately 30 individuals attended the open days (for Pakowhai Road CMP) and the feedback received provided an overview of what is important to the community and where HDC should concentrate their efforts to achieve the best outcomes for the corridor. Some of this feedback is presented below.

Figure 20 - Route Priorities (Consultation Feedback)

The provision of cycle facilities was identified as a key priority for the route.

Figure 21 - Route delays (Consultation feedback)

Residential property access was identified as a key issue for the local community.

Figure 22 - Rural section cycle safety (Consultation feedback)

Cycle safety of the rural section was raised as a specific concern.

5.3 Questionnaires were returned by 8 schools within the study area which highlighted specific barriers and concerns relating to road safety, walking and cycling and parent drop-off.

5.4 For the area wide study a community consultation day was undertaken in the Hastings CBD. Comments were received from approximately 100 people throughout the day which included identification of issues such as traffic operation, road safety, pedestrian and cycle connectivity and amenity.

5.5 Clearly the consultation completed to date targeted the objectives of the CMP and as such information obtained was used to develop intervention strategies for the network. The project team developed a number of project outcomes which best address the community concerns raised whilst achieving the long term strategic objectives for the network.

5.6 These options were informed by the consultation undertaken, national and local best practice guidance and technical expertise input.

5.7 To progress these interventions in to physical measures on site it is necessary to complete additional consultation and engagement with stakeholders and the local community. The next stage of consultation will be project specific and will align with the standard consultation processes adopted by HDC when delivering new capital project works on the roading network.

6.0 ASSESSMENT OF OPTIONS

6.1 There are a number of decisions which Council could make with regards to this report as follows:

· Option 1 - Adopt the plans and accept the recommendations of this report;

· Option 2 Adopt the plans and accept the recommendations of this report with changes; and

· Option 3 - Do not adopt the plans reject the recommendations of this report.

6.2 The plans have been developed following extensive public and stakeholder consultation and are supported by detailed modelling and engineering assessments.

6.3 Any changes to the plans would require the consultation to be revisited and would likely require additional assessments and modelling to ensure the desired objectives are still achieved. Whilst it is expected the exact detail of each project will refine during future stages of each project (affected party consultation, detailed design etc.), all proposals are developed to identify identified issues and also to accommodate the likely future transport demands and they provide a very robust direction for Council.

6.4 Not adopting both plans as detailed would present a risk to the future network performance within the study area and could hamper development growth opportunities within the district.

6.5 Corridor Assessment interventions -

6.5.1 All interventions were reviewed against a list of desired outcomes for the project. These can be broadly summarised as follows:

Transport	Safety Cycle promotion Traffic operation Sustainable transport Parking Connectivity
Amenity	Local ownership Sense of place Personal safety and security Diversity and choice Create and vibrant
Project Objectives	Future proofing of corridor Integrated land-use and transport
Strategic Objectives	Transport networks integrated with land-use Neighbourhoods designed for walking Accessible public transport options Moving community away from car Less dependence on non-renewables Smart ways to move goods and people Less waste Encourages economic opportunity through sustainable practices

6.5.2 All proposed works align well with these objectives.

6.6 Economic assessments have also been undertaken on all intervention projects with BCR’s ranging from 1.1 to 11. Whilst a number of the projects will be progressed as stand-alone solutions, it is also expected that many proposed interventions will likely be delivered as part of wider project. For example, intersection enhancements may be aligned with planned maintenance works to reduce user disruption and minimise costs.

6.7 From the assessments completed it is clear that the proposed projects will deliver benefits that will outweigh the associated implementation costs. There is a clear need for the proposed solutions (either now or in the future) and the delivery of these will result in enhanced safety, operation, efficiency, amenity and health.

7.0 PREFERRED OPTION/S AND REASONS

7.1 Option 1 with a staged implementation programme as explained in Table 2, is recommended as the preferred option.

7.2 Given the long implementation timeframe for a number of the projects it is anticipated that the specifics of the project will likely change based on further scrutiny and consultation at that time.

7.3 A number of the projects identified in the studies have already commenced and/or have been implemented on site within the last couple of years. For example, the Chesterhope Bridge cycle clip on and the rural flush median on Pakowhai Road between HB Expressway and Brookfield Road has been completed and significant lengths of guard rail have also been implemented along the route. In addition, the intersection improvements at the Frederick Street/Karamu Road intersection have been completed.

7.4 Furthermore, a number of projects identified in the studies are well progressed including cycleway provision along Pakowhai Road between Evenden Road and the Chesterhope Bridge, the Ruahapia Road and Farndon Road intersections with Pakowhai Rd are included within the WAL project and will be delivered over next 2 years.

Table 2 – Summary of recommended work programme list

Location	Year
Frederick Street/Karamu Road - Completed	2015/2016
Pakowhai Road – off road cycleway (inc clip-on) - Completed	2016/2018
Karamu Road/St Aubyn Street	2017/2018
Farndon Rd intersection improvements	2017/2018
Willowpark Road/St Aubyn Street	2018/2019
Caroline Road/Rail Corridor and Frederick Street Crossing	2018/2019
North Eastern Connector (or the most effective solution)	2018 +
Willowpark Road Cycleway	2018 +
Lyndhurst Rd/Pakowhai Rd (based on development)	2019 +
St Aubyn Street (Hastings St to Warren St)	2019/2020
Kenilworth Road Cycleway	2019/2020
Tomoana Road Cycleway	2020/2021
Frederick Street/Tomoana Road	2020/2021
Rural off-road path extension to Pakowhai Village	2021 +
Collinge Road Cycleway	2022/2023
Tomoana Road/St Aubyn Street	2023/2024
Pakowhai Rd Kea Crossing Upgrades with Signals	2023/2025
St Aubyn Street/Pakowhai Road Signal improvements	2025/2026
St Georges Road/SH2 intersection improvement	2026 +
Pakowhai Road Flush median - Completed	2026 +
Pakowhai Rd additional northbound lane (Omahu – St Aubyn)	2036 +
Karamu Road Urban Design Upgrade	2016-2046
Windsor Avenue/St Aubyn Street	2042/2043
Frederick Street Urban Upgrades	2045 +
St Aubyn Street Urban Upgrades	2045 +

(Note – All individual programmes will be detailed investigated including modelling prior to implementation)

8.0 RECOMMENDATIONS AND REASONS

A) That the report of the Strategic Transportation Engineer titled “Hastings North Eastern Area Wide and Pakowhai Road Corridor Management Plan” dated 21/11/2017 be received.

B) That the Council adopt both the Hastings North Eastern Area Wide and Pakowhai Road Corridor Management Plans as its strategic direction.

C) That the Council consider recommendations of the Corridor Management Plan (CMP) reports as the initial preferred solutions for the network in the Thirty Year Infrastructure Strategy and Long Term Plan 2018/28 process allowing for refinement during subsequent modelling and design.

With the reasons for this decision being that the objective of the decision will contribute to Council’s strategic objectives:

· Develop transport networks integrated with land use

· Neighbourhoods’ designed for walking and cycling

· Accessible public transport options

· Moving the community away from car dependency

· Increased use of renewable resources

· Smart ways to move goods and people

By:

· Providing transport networks which support its land use environment

· Providing facilities to the standard where people could use walking and cycling as an obvious choice

· Developing public transport to the point where it becomes an obvious choice of transport

· Providing alternative transport choices to an equivalent or better level than private car usage

· Supporting travel demand management measures

· Investigating and developing alternatives.

Attachments:

There are no attachments for this report.

File Ref: 17/803

REPORT TO: Works and Services Committee

MEETING DATE: Tuesday 21 November 2017

FROM: Project Manager

John Wright

SUBJECT: Whakatu Arterial Link (WAL) Update

1.0 SUMMARY

1.1 The purpose of this report is to update/inform the Committee/ Council on construction progress, the financial status and potential risks associated with the Whakatu Arterial Link.

1.2 The roading contract period is from 24^th November 2016 to 24^th November 2018. An additional 54 workings days’ time extension has been approved for wet weather and its consequential effect on construction. Notwithstanding the time extensions there is a high level of confidence that the WAL will be completed by December 2018 or earlier, weather permitting.

1.3 The WAL project budget is $25.6 million which includes design, investigation, planning, property purchase, construction and a contingency of $1.75 million for the expenditure of approved contract variations.

1.4 The WAL project is tracking on budget.

2.0 BACKGROUND

2.1 The WAL project involves the construction of a new arterial from the Napier Road / SH2 intersection to Pakowhai Road. Work includes the construction of a two lane arterial and three new roundabouts at SH2, Whakatu Road and Pakowhai Road. Higgins Contractors have been awarded this contract for the sum of $9,951,054.48 excluding GST.

2.2 A new precast concrete bridge is required at the Karamu Stream crossing adjacent to the Nimon’s bus depot. Concrete Structures Ltd. have been awarded this bridge contract for the sum of $1,784,777.00 excluding GST

2.3 The existing Farmland’s Fuel Stop requires relocation as a result of the new “peanut” roundabout on Whakatu Road. The new fuel stop moved 70m to the west of the Nimon’s site. Gemco Construction were awarded this contract for the sum of $696,113.04 excluding GST.

2.4 The WAL project has had a significant effect on existing service authority infrastructure. Council has been working with Unison (Power), Chorus (Telecom) and Nova Energy (gas) to ensure services are relocated, replaced or protected as required.

2.5 The WAL project has had a significant effect on private and commercial properties. Enabling works are being carried out to mitigate the impact and effects that land purchase has had on these properties. Enabling works include fencing, headland tracks, irrigation, orchard removal, shelter belts, windmill relocations, new wells, frost protection, driveways etc.

3.0 CURRENT SITUATION

3.1 Resource Consent conditions require all contractors to comply with the approved environmental management plans in respect of stormwater, erosion, sediment, noise, vibration and dust control. HB Regional Council and Hastings District Councils Environmental Compliance Managers are satisfied that the environmental compliance is being achieved by all contractors. Dust controls remains the biggest challenge in windy conditions.

3.2 All contractors have established robust safety plans with an active culture of identifying potential safety hazards and implementing remedial work to minimise or eliminate probable hazards. There has been one minor injury accident on the WAL project (hitting thumb nail with hammer).

3.3 Gemco Contractors completed the relocation of the Farmlands Fuel Stop on 30 June 2017. Farmlands are pleased with the completed layout and operation of the new fuel pumps.

3.4 Higgins Contractors are providing sufficient resources to complete the WAL project well within their allocated time adjusted contract period, with an estimated completion date of December 2018. Their quality of work meets specification and they provide all necessary and compliant test results from an independent consultant, Opus Laboratories.

3.5 The state highway roundabout is substantially complete with remaining items of work to include Pilcher Road sealing, Mangateretere School frontage, gardens, grassing and finish footpaths. Higgins have been requested to complete this work at their earliest convenience.

3.6 Earthworks have commenced in the Whakatu Road area on the new “peanut roundabout” and T&G carpark. Work is programmed to be substantially complete in February 2018. All other earthworks on “greenfields” sites can now continue that the ground conditions are drier but subject to restrictions on vehicle movements to maintain dust control around sensitive orchard locations.

3.7 The Karamu Stream realignment was completed in August 2017.

3.8 Concrete Structures Ltd have completed 72% of the new Karamu Stream Bridge. Piles, abutments and bridge deck beams are now in place. Work continues on concrete barrier and handrail installation with an estimated completion date for the bridge in early December 2017.

3.9 Service Authorities have met the required construction timeframes to ensure that there are no delays to Higgins Contractors. Unison have completed all works on the WAL project. Chorus have some remaining work in Pakowhai Road and Nova Energy (Gas) has a gas changeover to a new line in Whakatu Road.

3.10 Enabling works to private property is substantially complete. The main item of work to complete is the T&G carpark and entrance way.

3.11 Kiwi Rail are programmed to install signal and barrier arms at the new rail level crossing in March 2018.

4.0 PROJECT RISKS

4.1 There are a number of potential risks to the project that have been identified and estimated costs have been allocated to the budget. The potential project risks are:

· Contract Documentation – Schedule of Quantities:

Risk Level = Moderate

This is a “measure and value” contract meaning payment is made to the contractor based on actual work completed. If the tendered schedule of quantities is inaccurate or has omissions, this will result in additional costs (variations). Variations to date have been significant but it is anticipated that all known and predicted costs have been budgeted for.

· Cost Fluctuations:

Risk Level = High

This contract allows for cost fluctuations to be applied for after 12 months. The greatest risk is the fluctuation of bitumen prices as this is expensive and will affect all the remaining sealing works. Prices could vary +/- $150,000 or more and the drop in the NZ dollar value increases this risk. This is the only risk that has not been budgeted for due to the unpredictable nature of fluctuations.

· Dust:

Risk Level = High

Control of dust during construction to avoid excessive accumulation on sensitive land areas including orchards, pack houses and fruit processing businesses is a key priority. Dust mitigation includes avoiding construction in areas during sensitive orchard flowering and harvesting periods, using water cards and irrigation or applying emulsions to earthworks in sensitive areas. The control of dust during windy periods can be difficult.

5.0 SIGNIFICANCE AND ENGAGEMENT

5.1 The WAL has been identified as a key strategic project within the Council’s Long Term Plan 2015/25 and the Regional Land Transport Programme 2015/25.

5.2 The project has undergone extensive consultation from its inception with the Whakatu Enquiry by Design process which consulted with Industry, Iwi, landowners, transport industry representatives and associations, and government agencies.

5.3 The required budget is already included in the Annual Plan and as such the consultation and engagement requirements have been addressed.

6.0 FINANCE POSITION

6.1 The project budget is $25.6 million with this value including at $1.75 million contingency for the expenditure of contract variations.

6.2 Higgins contractors have completed 45% of the roading physical works. Financial progress to 30 Sept 17 is as follows:

	Completed	Remaining	Total
Scheduled Work	$4,433,755	$5,517,299	$9,951,054
Variations	$479,744	$780,646	$1,260,390

6.3 Concrete Structures have completed 72% of the Karamu Stream Bridge. Financial progress to 30 Sept 17 is as follows:

	Completed	Remaining	Total
Scheduled Work	$1,291,177	$493,600	$1,784,777
Variations	$104,855	$16,195	$121,050

6.4 Gemco Construction have completed 100% of the Farmlands Fuel Stop. Financial progress to 30 Sept 17 is as follows:

	Completed	Remaining	Total
Scheduled Work	$696,113	$0	$696,113
Variations	$30,518	$0	$30,518

6.5 The estimated total variation cost to the completion of the WAL project is $1,411,958. This is $338,042 under the allocated contingency budget of $1,750,000. The balance of the contingency ($338,042) has been spent or committed on enabling works, service authority work, consultation fees, archaeologists, HBRC fees and legalisation costs etc.

6.6 The WAL project is tracking on budget.

6.7 The budget contains a $75,000 contingency for unknown variations as of 30 Sept 17.

6.8 The budget is based on estimated property reimbursement costs of $762,000 from the sale proceeds of Hawea Park, the Hayley property and the Fulfords corner.

6.9 All prices shown in this report are exclusive of GST.

7.0 RECOMMENDATIONS AND REASONS

A) That the report of the Project Manager titled “Whakatu Arterial Link (WAL) Update ” dated 21/11/2017 be received.

With the reasons for this decision being that the objective of the decision will contribute to meeting the current and future needs of communities for good quality local infrastructure.

Attachments:

There are no attachments for this report.

File Ref: 17/1111

REPORT TO: Works and Services Committee

MEETING DATE: Tuesday 21 November 2017

FROM: Group Manager: Asset Management

Craig Thew

SUBJECT: Asset Management Group Project and Activities Update as at September 2017

1.0 SUMMARY

1.1 The purpose of this report is to update the Committee on progress with projects managed by the Asset Management Group and other activities, as well as strategies the Group has been working on during the 2017/2018 financial year. Financial details are reported as part of the separate quarterly financial report to the Finance and Monitoring Committee ultimately in the Annual Report.

1.2 The Council is required to give effect to the purpose of local government as prescribed by Section 10 of the Local Government Act 2002. That purpose is to meet the current and future needs of communities for good quality local infrastructure, local public services, and performance of regulatory functions in a way that is most cost–effective for households and businesses. Good quality means infrastructure, services and performance that are efficient and effective and appropriate to present and anticipated future circumstances.

1.3 This report concludes by recommending that the report of the Group Manager, Asset Management be received.

2.0 UPDATE ON KEY PROJECTS

2.1 A Schedule of Contracts Let is attached as Attachment 1 and Attachment 2.

2.2 The Asset Management Projects Status Report is attached as Attachment 3.

2.3 A more detailed record of Major Projects that are being delivered across Council is included in a separate report that forms part of this Committee’s agenda.

3.0 WASTE AND DATA

Solid Waste

3.1 Omarunui Landfill: Revenue (excluding levy and ETS) at the landfill as at 30^th Sept 2017 was $557,426 more than expected (against budget) due to final revenue for forest harvest that was unbudgeted in 2017/18 ($439,046). The estimated volume of waste for the 2017/18 year is 75,000 tonnes. After the first 3 months of the 2017/18 year the tonnes of refuse received was 6.4% more than expected however the total was 1.1% less than for the same period last year. It is now anticipated that around 80,000 tonnes of waste will be disposed of at the site. This would also indicate a possible slowdown in the recent increases of waste going to landfill. In financial terms the overall net surplus from operations of $900,437 is $494,088 favourable to budget. Expenditure is $87,120 above budget due to landfill maintenance and leachate spend. It is important to note that the figures provided above include costs and revenue associated with the harvest of the landfill forest. In particular the impact of the revenue generated by the harvest has had a significant impact on the revenue budget. Harvesting operations were completed in September 2017. The matter concerning the possible replanting of the forest site and the setting up of a landfill forest reserve is the subject of a separate report to the Omarunui Refuse Landfill Joint Committee.

3.2 Refuse Transfer Station: Revenue (including internal recoveries) at the Henderson Road refuse transfer station is $31,379 below budget. Operational savings at Henderson Road are $103,832 ahead of budget. Therefore the current YTD surplus is $72,453. The forecasted End of Financial year position is a small surplus.

Waste Minimisation

3.3 Waste Planning: The compilation of documents that complete the joint HDC/NCC Waste Assessment were presented and received by the Joint Waste Futures Committee on 14 October 2017. This includes the options table will be included in the draft Waste Management and Minimisation Plan (WMMP).

3.4 Officers are currently completing the draft joint WMMP. To assist with the development of the plan, various external parties have been and will continue to be engaged for specialist advice as and when required. It is anticipated that the draft document will be released to the public following the special consultative procedure early in 2018. Feedback will then be assessed by the Joint Committee and incorporated into the final document for adoption by 1^st July 2018. Pre consultation focus group meetings will be held in early November.

3.5 Henderson Road Recycling Depot Improvements: The asphalted area has been extended and negotiations are currently underway with the preferred tenderer for the construction of walkway platform. Once completed, eight Green Bins will be put in place and all other recycling bins removed. The intended site improvements will also address existing health and safety concerns relating to traffic flow as well as leading to servicing efficiencies.

3.6 It is proposed to use accrued Waste Levy funds to make these improvements. It is expected this system will be in place in over summer.

3.7 Green Bins – Rural Recycling: Manco Engineering have constructed 6 further bins (as allowed for in the supply contract) for the implementation of Maraekakaho and Henderson Road sites. The existing sites are working well and a total of 1000 tonnes of recycling was collected over the 2015/16 financial year. Two bins which were surplus to our immediate requirements were sold to Tasman District Council for use at Murchison. The HDC has the ability to order additional bins under the supply contract it has with the manufacturer and it has been able to do this to assist the Tasman District Council in purchasing bins to initiate their rural recycling programme.

3.8 Waste Levy Funds: Council receives waste levy funds from the Ministry for the Environment (MfE) on a quarterly basis. These funds are accrued into a reserve and can only be spent on new waste minimisation initiatives. The reserve currently sits at $899,567. The levy fund has recently funded the installation of all recycling facilities around the district. Funds have also been committed to both the Enviroschools, Nourished for Nil and Pare Kore Programmes to increase community awareness of waste issues. The adoption of the WMMP will identify new projects and initiatives that meet the fund criteria.

4.0 WATER SERVICES PROJECTS

4.1 Wastewater

Operations

4.2 Reticulation System: Wastewater operations activities have included routine maintenance and repairs of the wastewater reticulation system, pump stations and the attendance of customer service requests. There have been no major wastewater service issues during the last quarter.

4.3 East Clive Wastewater Treatment Plant: The wastewater treatment plant continues to operate well. Key activities include:

· Routine operations and maintenance activities.

· The domestic screens improvement work is ongoing and approval has been obtained for the procurement of a new centre-flo band screen. This is important to ensure very limited amounts of solids pass the screen and enter the BTFs.

· Improvements and renewals continue to be made to the industrial milli-screening dewatering system.

· Planning continues with the PLC (Programmable Logic Controller) system upgrades.

Outfall Consent Compliance

4.4 Routine quarterly resource consent sampling and monitoring has been undertaken and the Annual Compliance Report has been prepared and submitted to HBRC. The plant continues to operate within the consent conditions. The Annual Open Day will be held on Saturday the 11 November at the WWTP in East Clive.

Capital Works Projects

4.5 The following wastewater projects are underway;

· Outfall Diffuser Renewal: The diffuser renewal project has recently been completed and is in defects period. The new diffuser is operating well.

Diffuser Launch

· East Clive Emergency Beach overflow chamber: The emergency beach overflow chamber upgrade design is underway with construction planned for the fourth quarter 2017/18.

· East Clive Beach Overflow Groyne Rock Wall: The rock wall protecting the East Clive Groyne and beach overflow chamber has been eroded and weakened over time and during recent storms the crest and the toe of the wall showed signs of slippage. This damage was assessed and urgent renewal works were planned, designed and implemented to ensure the ongoing protection of the beach crest, groyne and overflow structures. To date the works on the northern side of the groyne have been largely complete, with only the top end still under construction. The wall on the southern side of the groyne is being designed and works will commence in the fourth quarter or early in the next financial year. The northern side cost estimate is $220,000 with $192,000 spent to date. The southern side costs will be determined as part of the design phase currently underway.

Rockwall Before-dropping away at top and toe eroded (looking West)

Rockwall After-more effective shallower grade (looking East)

· Te Mata Road Sewer Upgrade: The construction works are progressing, there have been some delays due to the inclusion of an additional length of water pipeline and related site constraints/issues. The Contractor has increased resources to expedite the works programme, however, works will now need to extend into the New Year.

The majority of the works along Te Mata Road from Karanema Drive to Durham Drive will be complete prior to Christmas with a discrete portion of work on St Hill Lane and Te Mata Road up to Hillbrook Place to be completed in the New Year. The remaining works on St Hill Lane will require further traffic management and road closure in the New Year.

The contractor continues to keep the community and those directly affected informed via radio updates and direct communications.

· Wastewater Renewals: The wastewater renewal works programme for 2017/18 in conjunction with transportation priorities includes a section of Windsor Avenue, Ngaio Street and a section of St Aubyn Street.

· CBD Catchment Renewals Investigations: Queen Street Service Lane and the wider CBD catchment renewals investigations are underway and renewal/upgrade options will then be assessed and implemented.

· Rising Mains Investigations: Rising main condition assessment works and planning is ongoing. This will assist the prioritisation of rising main renewals and improvement works for the 2018/28 Long Term Plan.

· Park Road Rising Main Upgrade: The system master planning and design of stage 1 is underway. The staged upgrade programme has been included in the draft 2018/28 LTP works programme.

· Trunk Sewers: Further condition investigations are underway on the trunk sewers. This will help to quantify and prioritise the Trunk Sewer Renewal Programme for the 2018 LTP.

Stormwater

Operations

4.6 Stormwater network operations carried out in the last quarter included routine maintenance of the piped network, open drains, pump stations and detention dams. There are still some trees to be broken down and removed from some drainage reserves, which have not been able to be removed due to the wet weather and saturated ground.

Stormwater Network

4.7 Site assessment for the James Rochfort and Barnes Place industrial sites to identify the source of contaminants entering the stormwater network are underway and due for completion in December 2017. This approach will be implemented for the Lowes Pit catchment, as required by the resource consent conditions. An investigation in the Akina area is underway to establish if there is potential for rain related runoff to enter the wastewater network, this is commonly referred to as infiltration (water entering a pipeline via cracks and open joints) and inflow (a direct connection to the wastewater network). Resident feedback via a recent questionnaire will be used to target areas for further assessment.

Stormwater network Consent

4.8 The annual compliance report was submitted to HBRC in the July project steering group (PSG) meeting. A variation to the consent is being produced to alter the frequency of routine sediment and water sampling, to allow for targeted monitoring of the Ruahapia Industrial catchment. It is proposed to carry out site assessment within this catchment to identify potential sources on contaminants that may enter the stormwater network and be discharged into the Ruahapia Stream. A similar approach has been taken for the smaller Omahu Rd consents (James Rochfort, Barnes Place and Lowes Pit) and lessons learnt from these investigation will be used to assess the Ruahapia Industrial catchment.

Capital Works Projects - That have been programmed for completion this financial year

4.9 Railway Road – The Railway Road Stormwater Improvement project has been awarded to Fulton Hogan who are due to start work on site in mid-November. The contract is due for completion in May 2018.

4.10 A communications plan has been developed for work with individual businesses along Railway Road to minimise the disruption and inconvenience. Council has provided a key project contact person to maintain contact with the owners to direct queries to the appropriate staff. To date project staff have met with the owners of Apple Motor Inn, Angus Hotel, Angus Liquor Store, BP Railway Rd and staff at the Police Station to understand their business needs during the construction period. A second meeting to introduce the contractor and go through the construction programme will be held with the individual business and an option for a group meeting has also been arranged.

4.11 For health and safety reasons there are portions of Railway Road which will be subject to a full road closure during the day while the contractors are excavating and laying pipes. The road closure is to protect the workers on the road, in the trench, road users and so that additional traffic loading does not impact on the excavation activities. The main road closure will be the section of Railway Road in front of the Hastings Racecourse, which will be closed during daylight working hours and opened up to limited traffic after hours. Similarly when the contractor is working in the blocks between Southampton and Eastbourne, one block will be closed to through traffic and detours in place. Although road closures will be in place, resident and business traffic will still be able to access their properties during the works.

Growth Areas

4.12 Lyndhurst Stage 2 Residential - Development of approximately 40 sections is being undertaken by a local developer and resource consent applied for a further 20 section subdivision on adjacent land. The contract for the installation of bulk services has been awarded to Fulton Hogan for the construction of water, wastewater, stormwater and a full road upgrade between Nottingley Rd and the end of Lyndhurst Rd.

4.13 Irongate Industrial - The construction of bulk services to the Irongate industrial area is substantially complete.

4.14 Omahu Industrial - The tender for the installation of bulk services has been issued and submissions are due back in mid-December. The contract includes water and wastewater services installed along a council owned service corridor along the rear of the industrial zone.

Water Supply

Operations

4.15 Reticulation Maintenance – The number of lateral faults has been quite sporadic over the last couple of months. The graph below shows the variability in monthly repairs across the network which have been consistently above historical trends.

4.16 The types of failures are a mix of copper pipe pinholes but there are a number of faults stemming from the deterioration of fittings (brass and gun-metal) which is a cause for concern as many of these are only 15 to 20 years old. We have engaged a consultant to look at this problem in more detail to ascertain the primary cause of these failures and to undertake metallurgical analysis of samples to identify a root cause.

Demand

4.17 Water demand across all supplies is slowly increasing as we approach the summer season. Current daily demand is between 35,000,000 and 40,000,000 litres per day which is typical for this time of year.

4.18 Water Use Monitor – see graph below:

4.19 Most of the increase over base consumption is attributable to increased urban irrigation. The standard water conservation messaging has been prepared and is being implemented in November as part of our overall summer campaign on water conservation which is an annual requirement of our resource consent.

4.20 This year we will also be joining forces with Napier City to deliver an upgraded and more comprehensive programme that will target both urban and rural water usage. This will be rolled out over the coming months.

4.21 Brookvale bore 3 will also be operational this summer to help support Havelock North. This bore is fully treated with filtration and UV disinfection in place and provides a consistent base flow which will be used to augment summer peak demand across the network.

Capital Works

4.22 Heretaunga St Watermain: This project is due for completion at the beginning of December. The remaining work consists of the installation of a 150mm watermain inside the abandoned 200mm steel main and final connections and commissioning.

4.23 Work is being accelerated to ensure that all site works and reinstatement are practically complete in time for Xmas.

4.24 Te Mata Rd Water and Sewer Installation: This project has fallen behind schedule and is unlikely to be completed prior to Christmas. There have been a number of changes that have arisen as work has progressed including some re-design to accommodate additional valves and the relaying of a number of sewer laterals that are clashing with the watermain drilling alignment.

4.25 Another complication has arisen in St Hills Lane where the close proximity of the 375mm asbestos cement watermain has required a review of how the sewer main is to be constructed in this section. The risk of ground slumping and loss of pipe support to the critical watermain was deemed to be too great and an alternative alignment has been settled on.

4.26 While this delay is frustrating, it now means that St Hills Lane will be reopened to full traffic and the work will now be undertaken in January of next year.

4.27 The contractor is continuing to drill and install pipes in Te Mata Rd to ensure that this work is completed and reinstated before Christmas. There will be one small section (134m) of sewer main that will be upgraded in the New Year. This needs to remain in place as it is acting as a by-pass for sewer flows.

Compliance

4.28 The water team are continuing to advance the Infrastructure Data (ID) management system to provide enhanced operational compliance and water treatment dashboard reporting. The system is a cloud based system allowing for access to approved uses from pc, tablets and phones for reports and online forms.

4.29 The report below is an example of one of the many reports from Brookvale Bore 3. Key operational parameters can be viewed together and statistical data is compiled to provide a quick overview of treatment plant performance. The report below confirms compliance to the standards and is also directly accessible by the DWA’s

4.30 The ID system schedules and monitors routine inspections and instrument checks and monitors compliance within the timeframes required. This then enables simple reports to be compiled to demonstrate to the Drinking Water Assessors that we have maintained DW compliance and validated the treatment process.

Water Strategy

4.31 The Hastings Water Strategy is an ongoing, wide ranging assessment of our current and future water supply needs.

4.32 This work has been driven by the need to find a suitable alternative to the Brookvale Bore 3 supply and to ensure that water services to the Hastings, Havelock North and Flaxmere network are as safe as possible and can support our current and future predicted needs.

4.33 Of primary importance is the construction of a 5km, 500mm diameter watermain from St Aubyn St in Hastings to Karanema Drive in Havelock North. The final alignment is being confirmed and detailed investigation and design has progressed to the stage where a tender will soon be advertised.

4.34 In addition to the watermain, a booster pump station is required to deliver water to the higher elevations in Havelock North and to maintain reservoir capacity. This booster pump station enables the more efficient delivery of water into Havelock North and maintains system pressures into the most elevated areas that have historically been affected during peak summer demand.

4.35 The issue of the new watermain and pump station are considered in a later item on the Agenda.

5.0 TRANSPORTATION

Urban Cycleway Programme

5.1 Pakowhai Road Cycleway Project will provide an on-street cycle lane on both sides of the road between Evenden Road and Ruahapia Road. The first stage of construction work between Evenden Road and Morley Road is complete. The second stage between Morley Road and Ruahapia Road design work is complete and is construction is scheduled for January 2018, subject to contract award.

5.2 East Road cycle lane included the installation of a 2.0m wide lime sand shared pathway. This project is part of Councils approved Urban Cycleway Programme and school travel plan. Considering the existing layout of East Road (6.5 m wide carriageway and 100 kph) and the likely use of the shared pathway by school children, the design included horizontal and vertical delineators along the pathway. The initial conceptual design had not progressed an option to pipe the drain and place the path in this location.

5.2.1 During the construction, some complaints were received from the community about the brightness of the delineators used, so working with the ward Councillors it was agreed to stop further installation and investigate potential alternatives. Two alternatives were investigated, either replacing the bright markers with standard white delineators or replace with round wooden bollards and guardrail (similar to those on Te Mata Peak). The initial estimate received from the Contractor suggested that both options will to cost approximately $20,000 and $80,000 respectively.

5.2.2 A site visit was organised with the ward councillors and officers on 30th October and, as a result, it was determined to retain the existing delineators. It was also agreed that community response will be monitored and if required, the coloured delineators will be replaced with white delineators progressively. It was also agreed to trial a landscape treatment to help create a softer look to the fence. Initially a mesh netting will be installed and two hardy climbing shrubs planted in every second bay.

5.3 The following projects have been identified for delivery as part of the final year of Urban Cycleway Programme:

St Georges Road: involves continuation of existing bi-directional cycle facility between Crosses Road and Havelock Road. The project is at the design stage and will be completed around April 2018.

· Sylvan Road: includes a shared 2.5 m wide walk and cycle off-road facility along Windsor Park between Grove Road and Alexandra Street. The project is at the design stage and will be completed around March 2018

· Southland Drain: includes an off-street shared facility along the Southland Drain stop banks between Riverslea Road and St Georges Road. The project is at the design stage and will be completed around May 2018.

5.4 Based on NZTA’s guidelines, all Year 2/3 students from Parkvale School and Year 3/4 students from Frimley School and Havelock North School have completed the Scooter Safety Programme;

5.5 The Free Bike Check Campaign was successfully run over 6 weeks, encouraging people to get their bikes checked at four local bike stores in Hastings and Havelock North in the lead up of summer.

Reconstruction Projects

5.6 Roadworks on Karamu road has been completed, a post construction review meeting with stakeholders is scheduled for 23 November.

5.7 Roadworks commenced on Maraekakaho road between Southampton and Francis Hicks. These works include the renewal of the asphalt surface on Maraekakaho road between Heretaunga and Southampton, including the Southampton/Orchard intersection. As part of the works the Traffic lights at this intersection are also being upgraded to LED units.

5.8 Roadworks planned for Windsor Ave between Ada and Grove Roads are to commence early in 2018.

Maintenance works

5.9 Resealing in the urban and rural networks continues. The programme is to be completed by March 2018

5.10 Asphalt works to renew the road surface is to continue in Havelock CBD with the New World service lane having its surface renewed.

5.11 A number of Roundabouts are being resurfaced across the urban network and may cause some disruption for a short period at each roundabout.

New Works

5.12 Road reconstruction projects programmed for 2017/18 include:

· Maraekakaho Road: between Southland Road and Francis Hicks Ave – Works are now underway.

· Pilcher Road: including Lawn Road roundabout and linking up with the new Whakatu Arterial roundabout on SH2.

· Windsor Avenue: Ada to Grove – currently provisional depending on price and confirmation of final routes for new water mains to Havelock North – Programmed to start once the Maraekakaho Road scheme is complete in the New Year.

· Turamoe Road: – full length programmed for completion prior to January 2018.

· Waimarama Road: near Craggy Range entrance.

· Middle Road: near Glengarry intersection and includes the intersection itself

5.13 Irongate: The construction of the cul-de-sac at the end of Irongate Road East will be completed by 8^th December 2017. The tender was awarded to Russell Roads who started on site on 2^nd November.

5.14 Road improvements to Irongate Road and the Maraekakaho Road/Irongate Road intersection are to follow in 2018/19. The detail designs are underway.

5.15 Lyndhurst Road: The upgrading of the connection with Percival Road extension is programmed to start in November 2017. The tender has been awarded to Fulton Hogan along with the 3waters improvements.

2017/18 Second Coat and Maintenance Reseals

5.16 The 2017/2018 Resealing programme is well under way with approximately 25% of the rural reseals complete and 50% of the Urban and Plains area. Asphaltic concrete resurfacing of Havelock Road between Karanema Drive and the CBD has also been completed. The Rural area reseals will be completed before the Christmas holiday break with the Urban and Plains areas completed by the end of November. There may be a small amount of urban asphaltic concrete intersection/roundabouts to be completed in January 2018 to work in with other roading or other contract works.

Bridge Update

Vehicle Dimension and Mass (VDAM) Rule

5.17 As reported to previous meetings, the screening of Hasting’s bridge network is complete with plans to implement 30 restrictions throughout the district.

5.18 As part of the consultation, five rural community meetings were held throughout the district in Tutira, Rissington, Matapiro, Maraekakaho and Waimarama.

5.19 Feedback from these meetings will influence the final proposal of bridge strengthening programme outlined and presented to Council on 29th August 2017.

5.20 The restriction signs are to be implemented and enforced from 1st December 2017.

6.0 PARKS

Awards

6.1 Council has had a successful month with the gaining of significant New Zealand wide awards. Not only was Councillor O’Keefe awarded this year’s Keep New Zealand Beautiful Local Hero, but Havelock North was also awarded winner the Most Beautiful Suburb category. Havelock North was lauded as the vibrant heart of Hawke’s Bay and a ‘must visit’ destination.

6.2 The success of Council’s recent efforts in revitalising Havelock North was again recognised at this year’s New Zealand Recreation Association Awards in early November, where the redevelopment of the Havelock Village Green was given a Merit Award in the Best Project Category. The judges recognised the extensive consultation taken in the development of the design and the role of the local community and partnerships in contributing to the Village Green’s final success.

6.3 Hastings CBD Enhancements Project: With Council’s adoption of a suite of CBD Vibrancy actions, officers are finalising designs for a range of CBD enhancement projects including a renovated stage, new seating, banners and streetscape treatments. In addition the plans for the proposed upgrade of Karamu Road between Eastbourne and St Aubyn Streets are being finalised. The final plans will be presented to both the Landmarks Advisory Group and Council, for final approval, prior to tendering and construction.

6.4 Windsor Park Reserve Management Plan: Council publicly advertised its intention to prepare a reserve management plan and submissions closed on 8 July. As a result of LTP workshops and Council’s feedback, the draft plan will include a staged approach in addressing the key elements of the old netball clubrooms, hard courts, the stream, skating rink and all other existing park activities.

6.5 Te Mata Park Management Plan Activation: Progress on the Te Mata Park facilities is now well underway. Tenders have been let for the two toilet blocks and visitor shelter, which are already under construction. The car park tender has also been let with construction to start in mid-November. The projects are on track for an opening before the end of February 2018.

6.6 Draft Cape Coast Reserve Management Plan: This plan, relates to 10 reserves covering some 66ha within the Haumoana to Clifton coastal strip., has been out for the statutory 60 day submission period and Some 22 submissions were received covering 26 points of issue.

6.7 The Reserve Management Plan Hearings Committee heard submissions on 17 August 2017. The plan will be brought back to Council for adoption once the outstanding encroachment issue is resolved by Council. Council’s decisions will then be integrated into the LTP.

6.8 Lyndhurst Residential Area – Construction work on the first section of the noise protection bund continues and is being monitored by staff.

6.9 Spring Planting Programme: The spring planting programme was completed in the second week of November. This included 350 trees and 14,000 shrubs.

Keep Hastings Beautiful

6.10 Council with Environment Centre organised a clean-up event during Keep New Zealand Beautiful’ s Clean Up Week with, Flaxmere College Services Academy and Morgan Educare.

6.11 Chorus Cabinets: Five more Chorus roadside cabinets have been identified for painting in the next 12 months. 7 Local artists have submitted a total of 22 art pieces with another artist to make late submission by 10 November 2017. The Locations are:

· Intersection of SH50 and Taihape Road – Omahu settlement

· Intersection of Maraekakaho and Raukawa Roads - Bridge Pa settlement

· 135 Maraekakaho Road (Near Fire Station)

· 301 Omahu Road (near HB Hospital)

· Intersection of Napier and Lawn Roads – Mangateretere.

6.12 Façade Enhancement Scheme: The scheme continues to attract interest from local building owners. Recently we have focused on attracting building owners in 100-200 block of Heretaunga Street East. The following table shows the progress made from the previous meeting:

Façade location	Scheme Status
112 Nelson Street South	Completed
103 King Street	Completed
109 Heretaunga St East	Colour Consultation near completion
105 Heretaunga St East	Colour Consultation in Progress
119 Heretaunga St East	Colour Consultation in Progress
111 Heretaunga St East	Colour Consultation in Progress
208 Eastbourne St East/215 Heretaunga St East	Colour Consultation in Progress
101 Russell St South	Approached
200 Heretaunga St East	Approached
134 Heretaunga St East	Approached

6.13 Graffiti: Incidences of Graffiti offending across the District have taken a sharp downturn compared with the same time period in the previous year. Council’s policy of zero tolerance of graffiti and the principle of sustained and rapid graffiti removal, has been the key to achieving this ongoing downward trend.

6.14 Building Assets

Project	Update:
Earthquake Strengthening	Remedial work on the Havelock North town clock has been reprogrammed to commence in May 2018. Finalised design for the Hastings town clock is complete. Tenders for the construction work will be advertised in early 2018, with construction to follow.
Hastings Sports Centre	The HVAC and EQ strengthening contract has been let and work is programmed for completion in January 2018.
Hastings Central Library	HVAC renewal design works is progressing with work expected to commence in February.
Havelock North Library	Construction of the new entrance and layout is underway with completion programmed for early December 2017.
HB Crematorium	Work is underway with completion on track for June 2018.
Animal Welfare Centre	The contract for construction of a new standalone 12 pen kennel building is completed.
Splash Planet renewals	All work including the construction of the pirate themed zero depth water play element is complete.
Anderson Park	Construction of the Changing room replacement project is underway with completion planned for February 2018, in time for the new season.
Bill Matthewson Park	Changing room replacement – re-design is complete with construction planned to commence in early 2018, with completion in time for the new rugby season.
New Maraetotara toilet	The engineering assessment of the site stability is complete. Procurement for a two pan toilet block is underway with construction now likely in early 2018.
Te Mata Park toilets, shelter and carpark	Construction work on toilets, carpark, park furniture, bike cleaning facilities and interpretation boards has commenced and is on target for completion in late February 2018.

7.0 Quality Management System

Objective – To provide opportunities for improvement to our quality management system

7.1 The team is currently preparing for an external audit which has been scheduled to February 2018. This audit will measure our quality system against the new ISO 9001:2015 standard. The new standard puts a larger focus on leadership, risk based thinking and planning, documentation, measuring performance and identifying opportunities for improvement.

7.2 For the period of 1 July to 31 September 2017, 15 Continuous improvement opportunities have been identified and recorded in the Asset management Quality system as follows:

Month	Raised	Closed	Ongoing
July	3	0	3
August	11	8	3
September	2	1	1

8.0 RECOMMENDATIONS AND REASONS

A) That the report of the Group Manager: Asset Management titled “Asset Management Group Project and Activities Update as at September 2017” dated 21/11/2017 be received.

Attachments:

1	Schedule of Contracts Let	CG-14-5-00044
2	Schedule of Contacts Let - Summary & Trends	ADM-01-6-1-17-507
3	Project Status Report	ADM-01-6-1-17-512

File Ref: 17/1141

REPORT TO: Works and Services Committee

MEETING DATE: Tuesday 21 November 2017

FROM: Acting Traffic Engineer

Kathryn O'Reilly

SUBJECT: Clifton Road Crossing

1.0 SUMMARY

1.1 The purpose of this report is to obtain a decision from the Committee on the location of the road crossing on Clifton Road in the vicinity of the Clifton shops.

1.2 This request arises from the need to link the new cycle/pedestrian path along East Road to the existing path along the foreshore.

Figure 1 - Area of concern

1.5 This report concludes by recommending the crossing point be located in front of 8 Clifton Road. Linking the new and existing paths and remaining clear of the parking zone in front of the shops.

2.0 BACKGROUND

2.1 The Haumoana link pathway has been constructed or upgraded from the Haumoana School to the residential area of Clifton. The new pathway linked into the existing footpath on East Road just past the intersection of East and Rockwood Place.

2.2 A crossing point in the vicinity of East Road, Clifton Road is required. Public consultation was carried out, the information gained at the meeting assisted in determining the best location. The consultation provided significant information regarding the users of the facilities within the area of concern.

2.3 The key concerns of those who attended the meeting are:

· Parking on the seaward side of the road

· The conflict between pedestrians, cyclists and motor vehicles

· The lack of defined entrance and exit points in front of the shops

· The way the bus stop has been inserted into the pathway (Refer Figure 4)

2.4 Vehicles parking on the seaward side, behind or on the pathway was the greatest concern. Little to no consideration was being given to the other users by the motorists.

2.5 Moving the pathway back towards the property boundaries was the preferred solution, this would minimise conflict between pedestrians, cyclists and motorised vehicles.

2.6 The shop parking is outside the scope of this project.

2.7 The pathway has been constructed up either side of the bus stop. The bus stop is currently in use, three buses in the morning and night pass through this area, dropping school children off. The installation of a limestone path behind the bus stop would link the section of existing pathway.

3.0 CURRENT SITUATION

3.1 Currently there is not designated crossing point to link the coastal pathway and the East Road pathway. Cyclist and pedestrian following the current pathway are directed to the shopping areas carpark.

The area is heavily used by a wide range of users, Cyclist, Motor Cyclists, Horse riders and motorised vehicles. The conflict between motorised vehicles and all other users was prevalent, in particular the area used for parking opposite the shops. The vehicles cross, drive on and park on the pathway.

4.0 OPTIONS

4.1 Option 1 – Do nothing

This option provides no guidance to path users as the where to cross, it is left to their own discretion.

4.2 Option 2 – Provide a crossing point prior to the shopping area.

The location of the crossing point prior the shopping area was selected so as to minimise conflict between cyclists, pedestrians and motorised vehicles. This area is a 50km/h posted zone therefore there is adequate sight distance from the corner of East Road and Clifton Road to the crossing point for users to cross safely.

Figure 2 – Crossing Point cross section

Separating the parking on the seaward side of the crossing should be considered as part of this option.

Figure 3 – Seawards side Parking Area

Connecting the two sections of pathway on either side of the bus stop should also be included in this option.

Figure 4 – Proposed Limestone path

4.3 Option 3 – Move the pathway towards the foreshore and provide a crossing further down Clifton Road.

This option has the pathway moved back towards the property boundaries between number 1 and 15 Clifton Road. This moves the users way from the area used for parking on the seaward side of the road. The cyclists and pedestrians are required to passing through the shopping area car park, prior to crossing the road. To direct pedestrians and cyclists through the parking area would require significant alteration to this area.

The alterations would be:

· Replacing the two smaller islands with one narrower longer island

· Creating one way traffic through the car park

· Change the parking to angle parking

Figure 5 – Relocated pathway option

5.0 SIGNIFICANCE AND ENGAGEMENT

5.1 Public Consultation was carried out, a flyer was dropped into the mail boxes of the houses in the area. The properties adjacent to the proposed crossing north of the shops, were emailed an invitation. The meeting was posted onto the Clifton Facebook page and additional flyers were left at the shop. There were only 4 people who attended the meeting, however they provide well thought out feedback.

5.2 The key issues that were raised were:

· Parking on the seaward side of the road

· The conflict between pedestrians, cyclists and motor vehicles

· The lack of defined entrance and exit points in front of the shops

· The way the bus stop has been inserted into the pathway

5.3 The above issues have been considered and addressed in the options presented.

6.0 ASSESSMENT OF OPTIONS (INCLUDING FINANCIAL IMPLICATIONS)

6.1 Option one, provide no guidance to the pathway users as to where it is safe to cross. This is the least preferred option with a nil cost.

6.2 Option two provides a defined crossing point and has the least area of conflict between pathway users and motorised vehicles. The need to separate the parking on the seaward side of the crossing point from the pathway would further minimise the conflict. The linking of the two sections of pathway around the bus bay will provide a definitive pathway through this area. This option is the preferred option with implementation costs of $10,000 - $15,000.

6.3 Option three provides safer passage along the foreshore from the intersection of East Road and No 15 Clifton Road. The disadvantage with this option is the need for the pathway users to cross through the shops car park to access a crossing point further down Clifton road. This would be the second preferred option, with implementation costs of $15,000 - $20,000.

6.4 From the review it is clear that either proposed option will deliver benefits that will outweigh the associated implementation costs. There is a clear need for a solutions (either now or in the future) and the delivery will result in enhanced safety, amenity and health.

6.5 The funding for this work will come from the minor safety budget and the iway budget.

7.0 PREFERRED OPTION/S AND REASONS

7.1 Option two is the preferred option.

7.2 This option provides a defined crossing point with acceptable visibility.

7.3 The users are crossing the road prior to a significant area of potential conflict between pedestrians, cyclists and motorised vehicles.

7.4 Separating the parking adjacent to the pathway, through delineation, will minimise the conflict between pedestrians, cyclists and motorised vehicles.

7.5 Linking the pathway around the bus bay will provide a definitive route through this area.

8.0 RECOMMENDATIONS AND REASONS

A) That the report of the Acting Traffic Engineer titled “Clifton Road Crossing” dated 21/11/2017 be received.

B) The Council approve the implementation of Option 2, installation of a crossing point north of the Clifton shopping area.

With the reasons for this decision being that the objective of the decision will contribute to meeting the current and future needs of the Clifton community for good quality local infrastructure by:

· Providing a defined crossing point

· Avoiding a significant conflict area

· Defining the seaward side parking

· Linking the pathway around the bus bay.

Attachments:

There are no attachments for this report.

File Ref: 17/1195

REPORT TO: Works and Services Committee

MEETING DATE: Tuesday 21 November 2017

FROM: Group Manager: Asset Management

Craig Thew

SUBJECT: Havelock North Trunk Watermain and Booster Pumpstation Procurement Plan

1.0 Summary

1.1 The purpose of this report is to seek approval from the Works and Services Committee on the procurement process for the construction of the Havelock North trunk watermain and booster pump station.

1.2 This Procurement Plan was submitted to the Tenders Subcommittee for approval because:1.3 The total project is required to be completed by December 2018 consisting of various contracts starting from December 2017. This deadline is crucial to meeting summer peak demand from the alternative water supply and enabling Brookvale Bore 3 to be turned off.

1.4 This report concludes by recommending that the Works and Services Committee approve the proposed Procurement Plan and confirm the authority to approve tenders to the combined value of $8,500,000 (excluding GST) to the Tenders Subcommittee.

2.0 Background and Scope of Work

2.1 Havelock North is currently supplied treated water from Brookvale Bore 3 via the Brookvale water treatment plant. Supply is augmented from the Eastbourne bore water source in Hastings via the existing 375mm diameter trunk watermain in Havelock Rd.

2.2 Following the August 2016 contamination which has been linked to the Brookvale bore catchment area, a range of investigations have been undertaken to determine the risks and consequences for continuing to abstract water from Brookvale bore #3.

2.3 These investigations have determined that the source water in this location is not secure and the environmental effects from the continued use of this bore are unlikely to be acceptable as a long term option.

2.4 The current resource consent expires in May 2018 and there is an expectation that HDC will move away from the Brookvale bore as a source of water to Havelock North. It is also evident that the community supports a move away from Brookvale to sources that will provide water that is of a superior quality, be that from existing or new water sources.

2.5 The purpose of the project is to provide an alternative water supply to Havelock North that enables the decommissioning and removal of the Brookvale water treatment plant without compromising supply to consumers in the interim.

2.6 This project forms the first part of a comprehensive water supply strategy with the objective to provide a water supply that is of high quality and is safe, with sufficient quantity to meet existing and future demand. This strategy advances from the original water strategy adopted by Council in 2012.

2.7 The project includes the following:

· Construction of a new 5.4km trunk water main (500mm ID) from Hastings to Havelock North. The pipeline route is from the Heretaunga/Sylvan intersection via Sylvan Road, St Aubyn Street, Windsor Ave, Howard St, St Georges Rd, Crosses Rd and Napier Rd connecting into the existing trunk watermain in Karanema Drive.

· Crossing the Karamu Stream via Crosses Rd bridge

· Construction of a booster pump station in Karanema Drive to deliver supply to reservoirs and higher elevated parts of the Havelock North reticulation.

2.8 The intended completion of the above works is required by the end of November 2018 in time to meet increased summer demand. This timeframe is extremely tight given the extent of the work to be undertaken which requires a procurement framework that enables timely procurement to meet tight programming deadlines.

3.0 Proposed Procurement Model

3.1 The proposed Procurement Plan includes a range of contracts to be procured via different methods. This approach is required to successfully deliver the full scope of the proposed project within the ambitious programme for the following reasons:

· The overall project requires a range of different skills and expertise that are not readily available via a single supplier.

· Multiple contracts provide the project team with the ability to stage the design and procurement of various components to meet the overall project programme and critical path for delivery.

· Construction will need to be occurring concurrently across a number of areas and the availability of resources and expertise will need to be procured via a number of different contractors and suppliers.

3.2 Market analysis of suppliers for each component part of the project has been carried out. This analysis is discussed in detail within the procurement plan.

3.3 Where a large national market is potentially available to complete substantial components of the project, a two stage procurement method and competitive tender process is recommended. This includes the main civil contracts for laying the trunk watermain and building the booster pump station.

3.4 Council’s prequalification system is recommended for smaller components of work where there are appropriate categories. This includes the proposed bridge strengthening work at Crosses Road.

3.5 Material supply items include emergency generator, pumps and VSDs and the design has very specific requirements for these items. It is recommended that these be procured via quotation by suppliers within New Zealand that provide suitable equipment. Alternatively a sole source purchase will be required if only one supplier’s offering is identified as meeting all design and operational requirements. It is estimated the total value of these supply items will be in the order of $200,000 (ex. GST).

3.6 These minor direct engagement items fall within the delegated authority of the CEO.

3.7 Request for Expressions of Interest (REOI)

3.8 An REOI was advertised in October and officers have short listed candidates and notified them on 3 November 2017.

3.9 As part of the procurement process, The REOI enables HDC to select a minimum of two suitably qualified contractors who best meet capability, experience and track record criteria, to expedite the procurement process whilst detail design is been completed.

3.10 The preferred respondents will participate in a simplified Early Contractor Involvement (ECI) process including pre tender briefing meeting, development of an accelerated programme and the finalisation of the detailed design. On completion of the design the selected Contractors will be invited to tender for the work.

4.0 Recommended exemptions to tender

4.1 A number of component parts of the overall project require suppliers that are specialist in nature. These small specialist aspects have been identified as critical to the overall success of the project and include:

· booster pump station telemetry to be provided by SCADA Electrical. Estimated value less than $15,000 (ex. GST).

· booster pump station electrical installation and control to be provided by Controlbox. Estimated value less than $50,000 (ex. GST).

4.2 Minor enabling works will be carried out prior to the end of December 2017 under the existing HDC road maintenance contractor.

4.3 Unison will provide the required power supply and transformer to the booster pump station. In this instance HDC do not have an alternative supplier option as Unison are the only power supplier available in the Hastings District.

5.0 Financial Implications

5.1 The total project estimate is $9,930,000 (ex.GST) comprising the new watermain (estimated at $7.0M) and the Booster Pump Station (estimated at $3.0M). This estimate has been developed from information available at this time but prior to final detailed investigations being completed. It will be further refined as the detailed design and investigations are finalised in November.

5.2 Financial provision has been allocated for this project within the 2017/18 capital works budget of $12,000,000. This funding provides for upgrades to the water network, new works and the provision of treatment at some of our water sources.

5.3 $5.5M of this budget has been assigned to this project within the 2017/18 financial year.

5.4 Purchase of the 500mm diameter concrete lined steel pipe has been procured via a separate pipe supply contract (CON2017094) to the value of $1,489,760.00 (excluding GST) and this is funded within the $5.5M allocation.

5.5 Approximately $4.0M of approved funding remains available specifically for the watermain and booster pump station contracts to commence.

5.6 The estimated balance of $4.5M is included in the 2018/19 budgets from within the LTP and is subject to Council approval through the LTP process.

5.7 The awarding of contracts and the financial commitment to this project is required in advance of this funding being approved by Council through the LTP.

5.8 The total budget estimate for which approval is being sought is $8.5M (excluding GST).

6.0 booster pump station Issues

6.1 In addition to the watermain, a booster pump station is required to deliver water to the higher elevations in Havelock North and to maintain reservoir capacity. This booster pump station enables the more efficient delivery of water into Havelock North and maintains system pressures into the most elevated areas that have historically been affected during peak summer demand.

6.2 Various sites for the pump station have been investigated, considering the required system hydraulics and effectiveness, proximity to major water main pipes, cost and time to implement. The initial site scan focused on Council owned properties to mitigate time and cost risks. The preferred site from this initial investigation is the small greenspace alongside Karanema Drive (opposite the village green).

6.3 The project team commenced a resource consent application process for the proposed works. The application would require the mitigation of effects of the development at the boundary of the site. As part of the resource consent application process the directly adjacent properties were contacted to inform them of the project and the consent process. Following this initial discussion with neighbouring properties wider concern was raised from other people in Bennelong Place and wider surrounds so a public meeting was called and held on 13 November.

6.4 The community raised a number of questions and concerns (primarily around noise, loss of amenity, and potential loss of property value). Discussion on the proposed mitigations (which seem technically achievable) were largely dismissed by the community with the message from the group that they wanted it elsewhere. The group raised the option of an alternative site on Karanema Drive. It was agreed to place a hold on any decision of the current consent application until further work was done.

6.5 Officers are proceeding with an investigation and concept analysis of the option raised at the community meeting to enable Council to consider this against the current option. Council will then need to consider the options with an assessment of the relative effectiveness, effects on community, cost, and time. It is likely that the option objected to by those living closest to it will still be the most cost effective and practical. If the environmental effects from the pump station can be successfully mitigated, the Council will need to weigh the remaining concerns of surrounding residents against the wider benefits to the entire Havelock North community.

6.6 This delay is likely to affect the ability to complete the proposed pump station before the 2018/19 summer period and therefore the ability to turn Brookvale 3 off as an on demand supply by November 2018. The new pipeline can continue as designed (except for section at the end) to be in place by December 2018.

7.0 RECOMMENDATION

A) That the report of the Group Manager: Asset Management titled “Havelock North Trunk Watermain and Booster Pumpstation Procurement Plan” dated 21/11/2017 be received.

Attachments:

CON2017099 Havelock North Trunk Watermain - Procurement Plan Final

PRJ17-73-0045

File Ref: 17/1203

REPORT TO: Works and Services Committee

MEETING DATE: Tuesday 21 November 2017

FROM: Bridge Engineer

Anu Ileperuma

SUBJECT: Approval to restrict bridges

1.0 SUMMARY

1.1 The purpose of this report is to obtain a decision from the Committee to set speed/mass limits pursuant to Heavy Motor Vehicle Regulations 1974 and Hastings District Council’s consolidated bylaw, section (5.5.1 a).

1.2 This issue arises from the update to the Vehicle Dimension and Mass (VDAM) rule set out by New Zealand Transport Agency (NZTA).

The Council is required to give effect to the purpose of local government as prescribed by Section 10 of the Local Government Act 2002. That purpose is to meet the current and future needs of communities for good quality local infrastructure, local public services, and performance of regulatory functions in a way that is most cost–effective for households and businesses. Good quality means infrastructure, services and performance that are efficient and effective and appropriate to present and anticipated future circumstances.

1.3 The objective of this decision relevant to the purpose of Local Government is to provide current and future communities with safe and good quality local infrastructure that are efficient, effective and appropriate for present and future circumstances.

1.4 This report concludes by recommending that pursuant to Hastings District Council’s consolidated bylaw, section (5.5.1 a) and Heavy Motor Vehicle Regulations 1974, that Council set speed/mass limits as described in the recommendation, that the Chief Executive be delegated authority to publish above set speed/mass limits notification as per Heavy Motor Vehicle Regulations 1974, section 11 (5) and the Chief Executive be delegated authority to withdraw any individual bridge restriction without further formality at the completion of the upgrade of that bridge and to publish the withdrawal as per Heavy Motor Vehicle Regulation 1974, section 11 (10).

2.0 BACKGROUND

2.1 As reported to the Works and Services Committee on 20^th June 2017 and Rural Community Board on 11^th September 2017, VDAM Rule had been updated and came into effect on 1^st February 2017.

2.2 The update consisted of increasing the gross mass limit (total weight carried) of a vehicle from 44 tonnes to 45 or 46 tonnes (Class 1).

2.3 Minor changes to width, height and weighing tolerances were made along with increase in axle weight allowed for public service vehicles (buses).

2.4 This increase required Road Controlling Authorities (RCAs) to screen all the bridge assets to the higher weight limits in the network and to restrict either weight, speed or both on assets which are not capable of meeting the new weight limits.

2.5 Physical sign posts are required to be in place by 1 December 2017.

3.0 CURRENT SITUATION

3.1 Screening of all the bridges have been complete which indicated 30 bridges in our network were not capable of meeting the increased load.

3.2 The screening process and the physical restriction work will be paid 100% by NZTA.

3.3 These 30 bridges include four restricted bridges which were existing prior to screening.

3.4 The list of bridges identified were prioritised for upgrades following consultation with transportation industry and rural meetings held.

3.5 A programme to upgrade these bridges in order to remove the restrictions were presented to Council workshop as well as Rural Community Board (RCB).

3.6 In accordance with the legislative requirements (Land Transport Act 1998 and Heavy Motor Vehicle Regulations 1974) and Council’s Consolidated Bylaw’s; Council needs to resolve and notify prior to restricting any specified vehicle or class of vehicle from using any road.

4.0 SIGNIFICANCE AND ENGAGEMENT

4.1 As mentioned in 3.4, meetings were held with key stakeholders who represented heavy transport industry, farmers, forestry, fruit growers and stock.

4.2 This issue was presented and discussed during a Long Term Plan (LTP) workshop held with Councillors on 29 August 2017 and was discussed with The Rural Community Board (RCB) on 11 September 2017.

4.3 Further consultation occurred with regards to restrictions and timing of proposed upgrades during five rural community meetings held in Tutira, Rissington, Crownthorpe, Maraekakaho and Waimarama.

4.4 Some concerns over bridges previously not identified through targeted stakeholder meetings were put forward through rural meetings. These will be included for consideration during the LTP discussions.

4.5 There will be continued liaison with the RCB, targeted stakeholder group, Police (enforcement) and the community.

5.0 CONCLUSIONS

5.1 This report concludes by recommending that Council resolve to fix both mass and/or speed limits for heavy motor vehicles, and combinations of vehicles including a heavy motor vehicle, using the following bridges:

6.0 RECOMMENDATIONS AND REASONS

A) That the report of the Bridge Engineer titled “Approval to restrict bridges” dated 21/11/2017 be received.

B) Pursuant to Hastings District Council’s consolidated bylaw, section (5.5.1 a) and Heavy Motor Vehicle Regulations 1974, that Council set following speed/mass limits:

Bridge ID	Bridge Name	Road Name	Gross Limit	Axle Limit	Speed Restriction
110	McIntyres Low Level	McIntyres Access Road	31% Class 1	-	-
430	Rossers	Rosser Road	50% Class 1	5500	10km/hr
206	Crownthorpe	Crownthrope Road	70% Class 1	-	10km/hr
330	Tawa	Tawa Road	70% Class 1	2500	10km/hr
417	Ohara (Big Hill No.2)	Big Hill Road	80% Class 1	-	10km/hr
328	Riggers	Maraetotara Road	80% Class 1	-	10km/hr
114	Moka Moka	Moka Moka Road	80% Class 1	-	10km/hr
901	Farndon Overhead	Farndon Road	86% Class 1	-	10km/hr
805	Brookfield	Brookfields Road	88% Class 1	-	10km/hr
127	Averys	Ohurakura Road	90% Class 1	4500	10km/hr
341	Red	Waimarama Road	90% Class 1	-	10km/hr
260	Waitata	Waitata Road	90% Class 1	-	10km/hr
220	Kawera	Taihape Road	44000 kgs	-	-
222	Kuripapango	Taihape Road	44000 kgs	-	10km/hr
258	Willowford	Willowford Road	44000 kgs	6500	10km/hr
122	Moeangiangi	Waikare Road	44000 kgs	3800	-
334	Te Apiti No.3	Te Apiti North Road	44000 kgs	-	10km/hr
253	Taylors	Kikowhero Road	44000 kgs	4000	-
424	Poporangi	Duff Road	44000 kgs	-	10km/hr
119	Heavys Gorge	Heays Access Road	44000 kgs	5400	10km/hr
248	Rissington	Puketitiri Road	44000 kgs	-	-
312	Lambs Hill No.1	Okaihau Road	44000 kgs	8500	10km/hr
108	Arapaoanui Low Level	Aropaoanui Road	44000 kgs	-	10km/hr
105	Darkeys Spur No.1	Darkys Spur Road	44000 kgs	4500	10km/hr
226	Matapiro	Matapiro Road	44000 kgs	-	10km/hr
218	Horgans	Waihau Road	44000 kgs	-	10km/hr

C) That the Chief Executive be delegated authority to publish the above set speed/mass limits as per the Heavy Motor Vehicle Regulations 1974, section 11 (5).

D) That the Chief Executive be delegated authority to withdraw any individual bridge restriction without further formality at the completion of the upgrade of that bridge and to publish the withdrawal as per Heavy Motor Vehicle Regulation 1974, section 11 (10).

With the reasons for this decision being that the objective of the decision will contribute to meeting the current and future needs of communities for performance of regulatory functions in a way that is most cost-effective for households and business by:

i) Providing safe and good quality local infrastructure that are efficient, effective and appropriate for present and future circumstances

Attachments:

There are no attachments for this report.

Hastings District Council

Lyndon Road East, Hastings