Waitaki District Council Roading Activity Management Plan · These issues set the strategic context...

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Effective Date: 1 July 2018

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May 2018 REV 2.0 PAGE 1

WAITAKI DISTRICT COUNCIL

Waitaki District Council

Roading Activity Management Plan 2018-28


Prepared for: Waitaki District Council

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Quality Assurance Statement

Waitaki District Council Private Bag 50058 20 Thames Street Oamaru

Project Director: Michael Voss

Project Manager: Gary Woock

Prepared by: Gary Woock

Reviewed by: Michael Voss

Approved for issue by: Gary Woock

Document Control WDC Sharepoint Roading/Network Asset Management/WDC Roading Activity Management Plan

2018-28

Rev No. Date Revision Details Prepared by Reviewed by Approved by

1.0 11/01/2018 DRAFT GW

2.0 1/05/2018 DRAFT GW

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Table of Contents

TABLE OF CONTENTS ......................................................................................................................................... 3

OUR SIGNIFICANT RISKS AND OPPORTUNITIES ................................................................................................. 6

1.1 WHAT IS THE PURPOSE OF A ROAD? ................................................................................................................ 11

1.2 ONE NETWORK FOR CUSTOMERS ................................................................................................................... 11

2 OUR CURRENT PERFORMANCE ............................................................................................................... 13

2.1 ROAD SAFETY ............................................................................................................................................. 14

2.2 FINANCIAL PERFORMANCE ............................................................................................................................ 16

Financial Assistance Rates (FAR) .................................................................................................... 17

2.3 STRATEGIC AND CORPORATE GOALS ............................................................................................................... 17

2.4 OUR LEGISLATIVE REQUIREMENTS .................................................................................................................. 18

2.5 SECTION 17A REVIEWS ................................................................................................................................ 19

2.6 SETTING THE LEVEL OF SERVICE ..................................................................................................................... 19

EXPECTATIONS IN THE COMMUNITY ARE IMPORTANT IN DETERMINING FUTURE LEVELS OF SERVICE AND IN ASSESSING HOW WELL

COUNCIL IS PERFORMING WITH RESPECT TO CURRENT LEVELS OF SERVICE. THE COUNCIL’S KNOWLEDGE OF CUSTOMER EXPECTATIONS

AND PREFERENCES IS BASED ON: ................................................................................................................................ 19

3 OUR TRANSPORTATION ASSETS AND SYSTEMS ....................................................................................... 24

3.1 OUR ASSET MANAGEMENT SYSTEMS (AMS) ................................................................................................... 25

3.2 CONSULTATION .......................................................................................................................................... 25

3.3 OUR RESOURCES ........................................................................................................................................ 26

4 ROAD CLASSIFICATIONS AND SERVICE LEVELS ......................................................................................... 29

4.1 ONE NETWORK CLASSIFICATIONS ................................................................................................................... 33

National Roads ............................................................................................................................... 33

Regional Roads .............................................................................................................................. 34

Arterial Roads ................................................................................................................................ 35

Primary Collector Roads ................................................................................................................. 36

Secondary Collector Roads ............................................................................................................. 37

Access Roads .................................................................................................................................. 38

Low Volume Access Roads ............................................................................................................. 39

5 FUTURE TRAVEL DEMAND AND MANAGEMENT ...................................................................................... 40

5.1 DEMAND DRIVERS ...................................................................................................................................... 40

5.2 DEMAND FORECASTS ................................................................................................................................... 41

Population ...................................................................................................................................... 41

Demographic.................................................................................................................................. 42

Land Use ........................................................................................................................................ 42

Changing Climate ........................................................................................................................... 43

Customer Expectations .................................................................................................................. 43

5.3 MANAGING DEMAND .................................................................................................................................. 43

6 PROGRAMME OF WORK (FINANCIALLY ASSISTED) .................................................................................. 45

6.1 RESILIENCE IMPROVEMENTS .......................................................................................................................... 45

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Rural Resilience Waitaki project .................................................................................................... 45

River Training ................................................................................................................................. 45

Small bridge replacements............................................................................................................. 45

Unsealed roading network ............................................................................................................. 46

Aggregate resources ...................................................................................................................... 46

6.2 EFFICIENCY IMPROVEMENTS.......................................................................................................................... 46

Rural Resilience Project .................................................................................................................. 46

Streetlighting LED upgrade ............................................................................................................ 46

Roading Network Plan ................................................................................................................... 47

Collaboration in Asset Management Delivery ............................................................................... 47

In-house RAMM maintenance and updates .................................................................................. 47

Unsealed metalling performance driven over cyclic ...................................................................... 47

Unsealed metalling aggregate....................................................................................................... 47

Unsealed intersections ................................................................................................................... 48

Use of coldmix asphalt ................................................................................................................... 48

Increase in traffic count programme ............................................................................................. 48

Vegetation Maintenance ............................................................................................................... 48

Dust Mitigation .............................................................................................................................. 48

Renewals Programme Optimisation .............................................................................................. 49

Bridge Maintenance Programme ................................................................................................... 49

Roadmarking.................................................................................................................................. 49

6.3 ACCESS IMPROVEMENTS .............................................................................................................................. 49

Bridge Renewal Programme .......................................................................................................... 49

Kakanui Point Bridge ...................................................................................................................... 49

Springfield Road ............................................................................................................................. 50

Moeraki .......................................................................................................................................... 50

Waianakarua Road Re-alignment .................................................................................................. 50

Coastal Roading (Rural) ................................................................................................................. 50

Coastal Roading (Urban) ................................................................................................................ 50

Holcim Roading Improvements ...................................................................................................... 50

Walking and Cycling....................................................................................................................... 51

Footpath maintenance and renewals ............................................................................................ 51

6.4 SAFETY IMPROVEMENTS ............................................................................................................................... 51

Community Road Safety Activities ................................................................................................. 51

Seal Widening ................................................................................................................................ 51

Low Cost Low Risk Improvements .................................................................................................. 52

6.5 AMENITY IMPROVEMENTS ............................................................................................................................ 52

Harbourside Projects ...................................................................................................................... 52

Reconstruction of Itchen Street ...................................................................................................... 52

6.6 TRAVEL TIME RELIABILITY IMPROVEMENT ........................................................................................................ 52

Customer Communications ............................................................................................................ 52

7 PROGRAMME OF WORK (NON-FINANCIALLY ASSISTED) ......................................................................... 53

Carpark Maintenance .................................................................................................................... 53

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Footpath Maintenance .................................................................................................................. 53

Retaining Structures Maintenance ................................................................................................ 53

Pest Plants...................................................................................................................................... 53

Rural General ................................................................................................................................. 53

Township Works ............................................................................................................................. 54

Road Legalisation ........................................................................................................................... 54

Targeted Maintenance .................................................................................................................. 54

Coastal Erosion .............................................................................................................................. 54

Recoverables .................................................................................................................................. 54

8 COST OF SERVICE PROVISION .................................................................................................................. 54

8.1 CURRENT COST .......................................................................................................................................... 54

8.2 FUTURE COST ............................................................................................................................................ 56

Operations and Maintenance (Financially Assisted) ...................................................................... 57

Renewals (Financially Assisted) ..................................................................................................... 59

New Assets and Transport Planning (Financially Assisted) ............................................................ 61

Maintenance and Operations of Local Roads (Non-financially assisted) ....................................... 63

Renewal of Local Roads (Non-Financially Assisted) ....................................................................... 65

Township Works (Non-financially Assisted) ................................................................................... 67

Amenity Works (Non-Financially Assisted) .................................................................................... 69

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Our Significant Risks and Opportunities

As government investment decreases and external pressures on the transportation network increase,

WDC is faced with the challenging task of maintaining ‘fit for purpose’ service levels for the community.

The significant issues currently faced by WDC include:

Reduced investment (NZTA funding assistance rate down by 1% to 55% from 20118/19, and

change to emergency works; less than 100k to be funded out of RLTP allocation. Combined

events over $100k will qualify for emergency works )

Increasing effects of climate change (more frequent and severe storm events eg July 2017 event

was in excess of $1M and ex-cyclone Gita in 2018)

Changing customer demand (heavier vehicles including increase for Class1, 50max,HPMV’s,

tankers, mobility access, etc.)

An ageing roading network including more posted bridges unable to carry heavy vehicles

Increasing customer expectations vs rates

These issues set the strategic context for the WDC Roading Activity Management Plan and highlight the

areas of focus for the remainder of the document. The challenges that we face demand that we achieve

network efficiencies to enable the delivery of fit for purpose solutions. Network efficiencies are often

thought of as receiving “more for less”, however WDC focus on assessing the broader purpose of each

element of the roading network within the district, i.e. What purpose does the road serve? How does the

road benefit the district? What type of vehicles are travelling on it? How many people does the road

serve? Our efficiency focus will be to consider how each work activity helps to maximise the life of our

assets and achieve the intended purpose of that asset. Prioritisation and justification of work will be key

to ensuring that each component, and the network as a whole, is delivering the outcomes that Waitaki

desires. Table 1 overleaf details the significant risks, the response and the outcomes..

Funding Pressures

Increasing Network Pressures

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TABLE 1: SIGNIFICANT ISSUES ON THE WAITAKI ROADING NETWORK

Pressure State Risk Response Outcome

Economic Growth and Productivity

CLIMATE CHANGE 1. The resilience of our

transport network is exposed to regular and increasingly severe weather events.

2. The effects of coastal erosion are already being seen in parts of the district through the loss of roads.

1. Longer flooding periods due to

higher groundwater resulting from irrigation and more severe events.

Delays in re-opening of roads after weather events (resilience).

Inaccessible areas 2. Loss of assets – permanent in

some cases.

1. Council approved $3M of funding for drainage

maintenance, renewals and improvements which has been completed for $1.89M (Rural Resilience Project). Network resilience is understood and communicated. Priority – High, Urgency - continuous 10 yrs.+

2. Council has a strategy in place that provides for $50,000 each per annum to secure the urban & rural roading network where affected by coastal erosion. Council accepts that it may be uneconomic to preserve all assets and that some may be lost. Priority – Medium, Urgency 0-3 yrs. Enhanced communication and consultation with the community. Priority – Medium, Urgency 0-3 yrs.

3. Need for greater engagement with NZTA re One Network Approach Priority – Medium, Urgency 0-3 yrs.

1. The July 2017 created significant flooding within Oamaru

and the District with an event in excess of 1:100 years. The damage to the roading network was less than $1M and without the Rural Resilience Project would have been well in excess of $1M. The primary benefit was that the roading network was available to traffic a lot sooner than in previous events.

2. The coastal erosion strategy has enabled critical points of the roading network to be addressed. NIWA are currently mapping the 100 year coast line which will enable Council to make more informed decisions regarding coastal erosion.

3. Strategy to be redefined as part of the District Plan

CHANGING DEMAND

1. Commercial land use change is altering the traffic composition on rural roads. Tankers, new 50max and HPMV rules, and larger farming equipment are leading to heavier and wider vehicles. This opportunity also creates greater wear and tear on existing assets and safety concerns for road users.

1. The condition of our assets

may decline more rapidly.

1. Prioritise roads to be maintained and/or improved using advanced asset management tools (RNP, ONRC and dTIMS), to ensure the best return on investment of our available funds. Priority – High, Urgency – continuous 10 yrs.+

2. Review of Levels of Service to ensure they are appropriate, achievable and in line with the expectations and requirements of the One Network Road Classification. Priority – High, Urgency 0-3yrs

3. Council is providing infrastructure to cater for tourism e.g. tourist routes, car parks and facilities. Priority – Medium, Urgency-0-3 yrs.

1. Council’s latest dTims report suggests that the existing investment in the road network is appropriate at the moment and that degradation of the network will occur in the long term. Council needs to complete more analysis before requesting increased investment. Bridge renewal works are prioritised to ensure maximum availability for 50max and HPMV vehicles.

2. ONRC Customer Levels of Service (Figure 18 Pg 37) within Cost Efficiency are excellent. Amenity has some concerns with roughness which will improve slowly with pavement smoothing and rehabilitation.

3. Council has applied for investment from Tourism, and will also allocate investment from Low Cost Low Risk to cater for tourist vehicles and ensure their safety within the roading network.

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CHANGING DEMAND (cont)

Forestry and logging activities within the Waitaki District are also having an impact on the roading network.

2. These changing demands are impacting on Levels of Service

3. Tourism within New Zealand has increased exponentially. This has filtered into the regions including Waitaki.

4. An ageing population greater than the national average has different needs including good footpaths, cycleways and car parking in urban and peri-urban areas.

5. Oceana Gold land-use consents enable mining activities in the Waihemo ward of the District for an additional 10 plus years. Completion of operations and withdrawal from the district will have a significant impact on the revenue stream of Council’s rates component.

6. Meridian Energy, as a result of roads inundated by man-made lakes within the Waitaki River catchment, also make a significant contribution to the revenue stream of Council’s rates component.

2. This leads to increased

maintenance and renewal costs, offset by an increase in economic productivity.

3. Safety risks on narrow roads may increase

4. Mobility and safety issues in urban areas for ageing population (population over 65 years of age will increase from 22% to 36% by 2030).

5. Reduced income from Oceana Gold resulting in increased rates and road maintenance.

6. Reduced income from Meridian Energy resulting in increased rates

4. Work with CCS disability to address mobility

issues and make things more user friendly for our

customers, particularly the elderly. Increasing awareness of footpath condition and hazards and

continue to enhance walking and cycling modal options. Priority – Medium, Urgency – continuous 10 yrs. +

5. Reduced revenue streams from Oceana Gold will have a significant impact on Council and the NZ Transport Agency as a co-investor of the roading network in the Waitaki District. Priority – Low, Urgency – 3-10 yrs.

6. Reduced revenue streams from Meridean Energy will also have a significant impact on Council and the NZ Transport Agency as a co-investor of the roading network in the Waitaki District. Priority – Low, Urgency -

4. Council includes an annual project within Low Cost

Low Risk to address and improve mobility issues within the network. Council has also allocated money to an assessment for the Oamaru to Palmerston cycle track as well as continuing the Harbourside track along Humber Street to Waitaki Boys and the north end of Oamaru.

5. Fortunately for Council, Oceana Gold have been able to extend their land-use consent and expand their operations. Length of operations will be determined by quality of source and demand for gold. Council is hopeful that the operation will continue as long as possible.

6. Renewable energy to supply the national grid will always be required providing a continuous revenue stream particularly now that Council looks after 14km of Meridian Energy roads.

Council will need to consider bullets 5 and 6 above and ensure appropriate arrangements within the Long Term Plan and the 30 year Infrastructure Strategy in case the revenue stream does decrease in the future.

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Road Safety SAFETY 1. Only half of 2015/16 WDC

Residents Survey respondents are satisfied that WDC roads are safe to travel on.

2. Customers are at higher risk due to changing demand on the network.

3. The trend of several communities at risk categories is negative

1. Increase in serious and fatal

crashes 2. Increase in personal and

collective risk 3. Deterioration of network

resulting in increased safety risk

4. Additional investment required to improve safety of the roading network

1. Options to improve Safety;

Address issues in the Safety Deficiency Database at an increased rate. LCLR programme has increased to enable this.

Widen the existing seal in high risk and priority locations as per ONRC. (programme currently underway) Priority - High

2. Monitor performance against ONRC levels of service and respond accordingly. Undertake KiwiRAP assessments and / or a Risk Register. Priority - High

3. Increased road safety budget to expand programmes and improve rankings in communities a risk register. Priority - High

1. Low Cost Low Risk investment has doubled to address

the safety concerns. 2. There are some real concerns with Safety, in particular

Personal Risk, that needs to be addressed. (as shown in Figure 18 Pg 37)

3. More targeted activities within the communities at risk register and measure success annually.

Value for Money

INVESTMENT

1. For emergency reinstatement works, Investment requirements are that the works total more than $100,000 per event for financial assistance at normal rate or greater than 10% of the annual programme for escalated financial assistance rate of additional 20%. Approximately $5.6M has been spent over the past 7 years on emergency reinstatement.

2. Network demands are increasing placing pressure on financial resources.

1. Current funding is insufficient to

address existing concerns. 2. Levels of service may not be

achievable with reduced funding.

3. Rates will need to increase to achieve desired levels of service

1. Council has a Disaster Fund to ensure that there are financial resources to cover local share of emergency events greater than $100,000 Priority - High, Urgency - 10 yrs. +

Options for providing value for money and efficiencies;

Roll over contracts where rates are good in order to lock rates in for an extended period.

Invest in network resilience through continued drainage improvements.

Utilising Advanced Asset Management tools (RNP and dTIMS) to prioritise spending and optimise existing assets.

Increase collaboration and centres of excellence to share costs, resources and knowledge.

Ensure appropriate resource levels (capability, capacity and succession) to manage the network and contracts.

Priority - High, Urgency - 10 yrs.+

1. Council’s Rural Resilience Project has paid dividends in ensuring that the road network has a higher capacity to accommodate emergency events.

NIWA are currently mapping the 100 year coast line which will enable Council to make more informed decisions regarding coastal erosion and the associated investment.

2. Ongoing monitoring of network demands to provide a

more flexible environment so that immediate issues can be prioritised in line with ONRC and Roading Network Plan.

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LOW CUSTOMER

SATISFACTION: 1. Customer satisfaction

remains low at 35% in 2015/16. A related issue is the raised expectations of stakeholders and customers. This is Council’s biggest indicator of satisfaction and customer service.

1. Is cost to increase customer satisfaction affordable?

2. Desire to have more roads sealed but NZTA will not co-fund seal extensions unless there is a significant safety improvement.

3. Rates likely to increase to achieve levels of service.

1. Consultation with the community to determine priorities and discuss expectations. Priority - Medium, Urgency - 0-3 yrs. Review of Levels of Service to ensure they are appropriate, achievable and in line with the One Network Road Classification requirements. Priority - High, Urgency - 0-3 yrs.

1. Improve efficiencies, communication and innovative thinking Priority - Medium, Urgency - 0-3 yrs.

1. Council has prioritised investment for 2018-21 to areas of immediate concern ie seal widening, traction seals, rural road improvements to immediately improve resident satisfaction levels with smaller investment in retaining walls and walking and cycling.

Additional strategic priorities defined in the GPS

1. Supporting economic growth in the regions.

2. Enhancing resilience. 3. Supporting intermodal

connections. 4. Providing clarity around

expectations for the treatment of environmental impacts.

5. Using innovation and technology to improve benefits and achieve the outcomes.

1. Poor roading network resulting in increased costs for customers and businesses.

2. Slow implementation of ONRC 3. No new modal opportunities 4. Costs of addressing

environmental impacts are too onerous

5. No advances in technology

6. Council and the community makes a good contribution to regional development by ensuring a good roading network. Priority - High, Urgency - 0-3 yrs.

7. Council in conjunction with ONRC are addressing resilience. Priority - High, Urgency - 0-3 yrs.

8. Council has a walking and cycling strategy in

place. Priority - Medium, Urgency - 0-3 yrs.

4. Council is currently reviewing storm water management off roads in the Ecan area. Priority - High, Urgency - 10 yrs.+

5. Council has 2 smart apps for mobile phones to make it easier to review availability of the roading network in emergencies and easier to log customer requests and complaints. Priority - Medium, Urgency - 3-10 yrs

1. Council will continue with regional development and will be seeking investment where possible eg MBIE

2. Council’s Rural Resilience Project has certainly contributed to enhanced resilience in the drainage area.

3. Construction of the Humber Street walking and cycling track identified in the 2018-21 RLTP.

4. Storm water management plan to be in place by 30 June 2018.

5. In addition to the two mobile phone apps, Council also uses Roadroid to objectively assess the roughness and condition of unsealed roads in customer requests and complaints.

6. Council will continue to assess whether there are other proprietary apps that could be utilised to give additional benefit.

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1.1 What is the purpose of a road?

The significant challenges we face have led us to focus on the core elements that deliver customer value

and that befit the primary purpose of a road from the customer’s perspective. Roads connect people

with destinations and they are lines of communication. Roads link goods and freight between land and

markets. Without a reliable roading network, much of the economic activity within our district and country

would not be possible. What we do as a service provider should not compromise this purpose. On this

basis, our strategic goal for the 2018-28 Long Term Plan is: Growing Waitaki – the best place to live,

work and play.

1.2 One Network for Customers

The average ratepayer, resident, or visitor does not differentiate between roads managed by WDC and

those managed by our neighbouring councils or State Highways. Whether it’s flooding in Waitaki and

Dunedin, dry dusty roads in Central Otago, or snow in Queenstown Lakes, all communities face their

own challenges when it comes to managing their roading networks. Despite dealing with different

challenges, the goal of each roading authority remains the same.

We understand this and recognise the need to shift our thinking to a delivery model that is more focussed

on customer outcomes. We are transitioning from a model of funding for roads, to one of investing for

outcomes. This is a national initiative lead through collaborative efforts in the industry.

Previously, each council was responsible for the independent management of their own roading network.

This led to variability in the levels of service experienced between neighbouring councils, and even

between local roads and State Highways within the same district. The Road Efficiency Group, a

collaborative effort between Local Government and the NZ Transport Agency, is implementing One

Network Road Classifications (ONRC). These classifications define a road based on its function and will

help local councils and the NZ Transport Agency to plan, invest in, maintain and operate the road

network in a more strategic, consistent and affordable way throughout the country.

The goal of the ONRC is to bring the focus back to the purpose of the roads. What function does the

road play within the context of our community and the greater national network?

How many people use this road on a daily basis?

Is this road the main route to the closest hospital?

Does this road mainly serve to allow me to get from my house to larger roads (collectors or

arterials)?

Does this road link me with a neighbouring town/city (Dunedin, Timaru, etc.)?

Is this a tourist route?

Does this road take freight to port?

Does this road also serve as a main cyclist route for our community?

These sorts of questions, along with various other parameters, will allow us to bring the focus back to

the purpose of the road and categorise each road appropriately.

The One Network Road Classifications is broken down into 6 groups as shown in Table 2:

Table 2 ONRC Classifications

ONRC Waitaki Example WDC Customer

National None managed by Waitaki District Council Freight (regional and local)

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ONRC Waitaki Example WDC Customer

Regional None managed by Waitaki District Council but

includes SH1 through the District

Tourism

Commuter

Arterial None managed by Waitaki District Council but

includes SH83 & SH85 through the District

Primary Collector Urban – Thames Street

Rural – Nil

Secondary Collector Seven Mile Road`

Access Urban – Roseness Street

Rural – Papakaio Road

Heavy Commercial Vehicles –

forestry

Resident/local traffic Access Low Volume

(subset of Access Roads)

Sealed – Wilson Road

Unsealed – Windsor Park Road

Due to the rural nature of our district, the majority of roads within the Waitaki District are Access and

Low Volume Access roads.

The ONRC has established provisional Customer Level of Service outcomes (CLoS) with a focus on

four main aspects:

Mobility (including travel time reliability, resilience, and optimal speeds)

Safety

Amenity

Accessibility

These outcomes encompass the main features that road users will experience when using the

transportation network. As all councils begin implementing the ONRC, customers should experience

more consistent outcomes within the district and across the country. Additionally, with consistent service

experiences, we expect to see more consistent costs to provide these services.

Section 4 describes the Waitaki District roading network in the context of what customers can expect to

encounter on roads in each given ONRC classification.

The focus of this approach remains on the economic and social role that each road plays in our

community, district, and country and that this role is fulfilled at a cost that is affordable and optimised for

efficiency.

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2 Our Current Performance

WDC has set their level of service through consultation with its customers and stakeholders.

Performance indicators and measures have also been developed as well as some mandatory measures

set by DIA to assess performance against service levels and standards. This requires a clear

understanding of customers’ needs and preferences balanced against the council’s ability to fund those

needs.

The 2013 results saw a sharp decline in satisfaction in the roading network and has highlighted

numerous areas for improvement. The 2014 survey saw this trend in roads reversed and the 2015 survey

made a strong jump back to achieving customer’s satisfaction. Unfortunately, satisfaction in 2016 has

plummeted to below that of 2013. Council is really focussed on trying to improve and reach the target

level of service of 70% satisfaction.

The decline in condition of footpaths was largely attributed to installation of ultra-fast broadband and

dissatisfaction of customers where there are no footpaths available. These issues have being mostly

addressed as Council recognises the demographic change in the Waitaki District and the need for a

good footpath network. The results of the 2014/15 survey increased back up to 51% and it has remained

relatively stable since then.

The main issues highlighted as causes of dissatisfaction were:

Rural sealed and unsealed gravel roads are;

in poor condition, and need upgrading

are potholed, rough, bumpy and uneven

compromised by poor quality of work, materials and patching

The majority of these issues are in line with the network pressures discussed earlier, including changing

demand, climate change and customer expectations.

FIGURE 2: RESIDENT SATISFACTION WITH THE STANDARD OF LOCAL ROADS IN WAITAKI

(WDC Annual Resident Surveys)

0%

20%

40%

60%

80%

100%

Resident Satisfaction with the standard of local roads in the Waitaki District

YearSatisfied/Very SatisfiedNeither Satisfied or DissatisfiedDissatisfied/Very DissatisfiedTarget

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FIGURE 3: RESIDENT SATISFACTION WITH THE STANDARD OF FOOTPATHS IN WAITAKI

(WDC Annual Resident Surveys)

Note that after 2016 this is no longer a question in the annual resident survey

The Land Transport activity aims to improve customer satisfaction and enable economic growth

opportunities within a setting of reduced funding.

2.1 Road Safety

Road safety performance was monitored using customer satisfaction surveys until 2015 and no longer

after that. The One Network Road Classification has performance measures around road safety which

are primarily based on the NZTA crash analysis reports which are released annually. This will assist

WDC to identify transport improvements that will reduce crash severity and frequency and which are

also used for the mandatory performance measures set by Department of Internal Affairs.

The total number of local road and SH’s crashes resulting in injury has trended down since 2008. Despite

this, there was a small spike in 2011/12 of serious crashes which reduced thereafter. In 2015/16 there

was a significant spike in fatal crashes which has led to an increase in the trend for fatal crashes.

Although Waitaki District has experienced a decline in serious and minor crashes on our roads since

2002, Driver Distraction, Fatigue, Older Drivers, Young Drivers, Alcohol and Drugs, Straights, Bends

and Intersections remains a continued area of concern.

Addressing the increasing trend in fatal crashes is a high priority for Council and NZTA. There is no

apparent trend with fatal crashes other than speed with distractions and restraints big factors.

0%

20%

40%

60%

80%

100%

Resident Satisfaction with footpaths in the Waitaki District

YearSatisfied/Very SatisfiedNeither Satisfied or DissatisfiedDissatisfied/Very DissatisfiedTarget

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FIGURE 4: INJURY CRASHES ON WAITAKI ROADS

Source: NZTA Crash Analysis System – information by financial year

The Road Safety Action Plan will also be implemented to address these concerns as prioritised by the

Communities at Risk Register. Figure 5 below shows how variable activities can be with rural roads, all

intersections and motorcycling being the most significant activities requiring attention.

There are areas of medium concern, fatigue, distraction and pedestrians. There is also emerging focus

around older drivers and restraint use.

For more information around road safety and activities, Council’s current Road Safety Action Plan is

available for scrutiny. An updated version is in place for the 2018-21 RLTP.

Note that the draft GPS (2018) will be updated in 18 months to reflect the new Vision Zero and replace

the 2010-20 Safer Journeys strategy.

2002-03

2003-04

2004-05

2005-06

2006-07

2007-08

2008-09

2009-10

2010-11

2011-12

2012-13

2013-14

2014-15

2015-16

Fatal Crashes 1 5 2 1 2 3 4 7 4 3 4 1 3 9

Serious Crashes 37 31 29 21 21 14 29 12 17 21 13 14 14 18

Total Serious and Fatal Crashes 38 36 31 22 23 17 33 19 21 24 17 15 17 27

0

5

10

15

20

25

30

35

40Injury crashes - Local Roads & State Highways

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FIGURE 5: COMMUNITIES AT RISK REGISTER

2.2 Financial Performance

In terms of our current financial performance, the quantity (both cost and quantity) of maintenance,

renewal and new capital works are monitored and reported annually to NZTA in the Annual Achievement

Returns report. These statistics allow for benchmarking versus other similar councils.

ONRC also has measures in place to assess financial performance. The 2016 and 2017 figures

suggested that overall, WDC provides a very cost effective service in the peer group.

Currently, each roading authority is in charge of managing its roading network to its own levels of service.

This leads to variability in levels of service and, accordingly, variability in the cost to deliver the roading

networks. Figure 6 shows the amount of NZTA-subsidised funding that various rural roading authorities

spend per kilometre of their network. It also shows the $/vkt which is the dollars spent per vehicle

kilometre travelled on their network. This measure should account for the costs that are incurred due to

higher traffic loadings on networks.

This indicates that WDC’s subsidised expenditure over the past 10 years has been below average for

the physical size of its network and for the number of kilometres travelled on the network. However it is

difficult to determine whether these differences are due to varying levels of service, contract rates,

weather influences, or other factors. As we shift to a One Network approach, we will be able to accurately

benchmark costs and compare like for like.

Wor

se

Bes

t

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FIGURE 6: WDC COST BENCHMARKING

Financial Assistance Rates (FAR)

The level of NZTA Funding Assistance Rate (FAR) for WDC will be decreasing by 1% per annum to

55% for 2018/19. If we do not change what we do, we project an investment shortfall of over $480k p.a.

by 2021/22. This is the equivalent of a 1.6% rates increase to make up the shortfall.

The FAR review completed by NZTA in 2014/15 certainly has had a lesser effect on Council investment

than was expected which is welcomed. There are however changes to the FAR for emergency works

which has implications, specifically the first $100,000 is funded out of normal operating budgets. If over

$100,000, emergency works funding is available. This is effectively another 0.3% increase in rates per

year, particularly as Waitaki is experiencing more storm events with climate change.

WDC will re-evaluate its current levels of service in conjunction with ONRC and its associated investment

in the network. WDC have also developed a decision support tool call the Roading Network Plan (RNP)

in collaboration with Dunedin City Council and Central Otago District Council. The RNP is a web-based

GIS tool that allows WDC staff to prioritise investment based on the purpose of routes and the outcomes

sort. Specifically, it analyses the inputs of journeys and route purpose, land use connections, network

safety, economic flows and traffic demand. The RNP enables robust evidenced based decision making

by engaging all stakeholders in investment decisions using a visual advanced asset management tool.

2.3 Strategic and Corporate Goals

Levels of Service for 2018/19 are driven by the overarching objective of the Infrastructure Strategy, the

Community Outcomes and One Network Road Classifications (ONRC).

0.00

0.05

0.10

0.15

0.20

0.25

0.30

0 2000 4000 6000 8000 10000 12000

$/v

kt

$/lane km

$/vkt vs $/lane km for ONRC Peer Group 2006-2016

WDC

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Our Vision is: Growing Waitaki – the best place to live, work and play

Our Objectives are:

We enable opportunities for new and existing businesses

We provide and enable services and facilities so people want to stay and move here

We keep our District affordable

We understand the diverse needs of our community

We maintain the safest community we can

Waitaki’s distinctive natural environment is valued and protected.

Council acknowledges that different activities contribute toward the achievement of a range of

community outcomes, and have identified those where the activity makes a significant contribution

toward a particular outcome.

Additionally we seek to meet the national strategic direction provided by the draft Government Policy

Statement on Land Transport 2018/19 – 2028/29 (draft GPS 2018):

“To drive improved performance for the land transport system of which the four strategic

objectives are:

Safety

Access

Environment

Value for money”

With the change in government from National to Labour in September 2017, the draft GPS is

changing. A draft document is out for consultation in March and will only be approved in June this

year. It should be noted that footpath maintenance and renewals is identified in the draft GPS as being

financially assisted. This change has been made to the financials and is reflected in Section 8.

2.4 Our Legislative Requirements

Council has statutory responsibilities under the Local Government Act 2002 and Land Transport

Management Act 2003 to provide the services for this activity.

The Government has provided a clear direction for Land Transport through a combination of legislation,

strategies and statements including

Land Transport Management Act 2003, amendments 2008 and 2013.

New Zealand Transport Strategy 2013

Government Policy Statement on Land Transport Funding 2018 (draft GPS)

National Infrastructure Plan 2015 (NIP)

2010-20 Safer Journeys Strategy to be replaced by a new strategy Vision Zero in 2020

The Otago Regional Land Transport Strategy 2011-41

One Network Road Classifications (ONRC)

Local Government Act 2002

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Nationally and regionally there is a focus on the role of land transport in supporting and growing the

economy; this is balanced with ensuring value for money. This is consistent with Waitaki District

Council’s approach to managing its land transport activities.

2.5 Section 17a Reviews

Section 17A was inserted into the Local Government Act 2002 in 2014. Within three years, Council was

required to complete a review. Council completed a review of roading asset management services in

2014/15. The purpose of the review was to assess whether Council could provide improved asset

management services with Dunedin City. All through the review, workshops were held with Council and

the intent seemed to be that Council favoured having Dunedin City Council provide asset management

services to Waitaki on an annual basis. The service was to cost Council in the region of $500,000 per

year. At the end of the process, Council made the decision to rather remain independent of Dunedin City

and grow the roading unit with two additional personnel which cost in the order of $172,000 per year for

3 years. Council now has a strong performing team that is able to deliver with good improvements in

asset management.

Since that time Council has collaborated with other councils on service delivery; the Roading Network

Plan was an intiative between Dunedin City, Central Otago and ourselves. Another was the accelerated

LED light upgrade where Waitaki has led the supply and installation of LED lights in the lower south

island.

Local Government New Zealand and NZTA have also led the implementation of One Network Road

Classification in New Zealand.

Council is always looking for improved service delivery, either in-house or by collaboration with other

councils.

Section 17A also requires that a review should be completed on any contract within two years of it

finishing. The roading maintenance contract completed on 30 June 2017 and the new started on 1 July

Council briefly considered working with other councils however Waimate District to the north is part of

the south Canterbury service agreement, collaboration and contract. The climate in Central Otago

District and the proximity to Wataki make a service delivery agreement difficult and to the south, Dunedin

City is also too far and the focus is quite different. Council will consider service delivery agreements with

other councils within two years of contracts expiring ie in road marking and street light maintenance.

2.6 Setting the Level of Service

Expectations in the community are important in determining future levels of service and in assessing

how well Council is performing with respect to current levels of service. The Council’s knowledge of

customer expectations and preferences is based on:

• Public meetings;

• Feedback from elected members, advisory groups and working parties;

• Analysis of customer service requests and complaints;

• Consultation via the 10 year Waitaki Long Term Plan and each year through the Annual Plan

process and Annual Customer satisfaction surveys:

• Resident surveys:

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• Annual results customer performance measures identified in ONRC:

• Performance measures as defined by Department of Internal Affairs.

Levels of Service statements and performance measures are being developed as part of the 2018-28

LTP. In developing many of the performance measures, technical language has been avoided to allow

the community to understand the customer outcomes and express their view of the service that is

delivered. Technical measures have also been developed to provide a comparison with those measures

which may be more ‘perception based’.

The Activity Manager is responsible for monitoring the technical measures and providing commentary

to clarify the results of the performance measures.

NZ Transport Agency has developed Customer Levels of Service for the One Network Road

Classification (ONRC) implementation. The Technical Levels of Service and measures have been

defined and outputs from the ONRC Performance Reporting Tool remain under development. WDC will

be required to give effect to both the customer and technical levels of service by the end of 2018/19. We

will be beginning to address the implementation of these levels of service as soon as possible. The

customer levels of service, and how they apply to the Waitaki roading network, are discussed in further

detail in Section 4.

The Department of Internal Affairs (DIA) has introduced the requirement for non-financial performance

measures for smooth travel exposure, reseals for roads and a compliance indicator for footpath as

opposed to setting the specific levels of service which are set by Council. They provide standardised

measures that will allow comparison of councils, regionally and nationally.

Performance measures as per Council’s 2018-28 LTP are shown over the page. More detail on the

WDC, ONRC customer and technical levels of service, as well as the DIA performance measures, can

be found in the WDC Roading Asset Management Plan.

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Performance measures

The table below describes how we will work towards achieving our Community Outcomes through the major levels of service for Roading and how performance will be measured.

Table 3 Level of Service Performance Measures

Level of Service Performance Measure Current Performance Performance Target

Years 1-3 Years 4-10

2018/19- 2020/21 2021/22 – 2027/28

People are safe on our roads The change from the previous

financial year in the number of

fatalities and serious injury crashes

on the local road (not SH) network,

expressed as a number*

Number of serious injuries

and fatalities in 2016/17

year = 9

Reduce the number of

serious injuries and

fatalities when

compared to the

previous year.

Continued reduction

in the number of

serious injuries and

fatalities when

compared to the

previous year.

Roads and footpaths are reliable,

resilient and accessible

Percentage of residents who are

satisfied or very satisfied with the

sealed roading network

47% (2016/17) of residents

are satisfied or very

satisfied with the sealed

roading network -

improvement from 2015/16

but does not achieve the

target

Increase in percentage

of residents who are

satisfied or very

satisfied with the sealed

roading network:

2018/19 – 50%

2019/20 – 60%

2020/21 – 70%

75% of residents are

satisfied or very

satisfied with the

sealed roading

network

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2018/19- 2020/21 2021/22 – 2027/28

Percentage of residents who are

satisfied or very satisfied with the

unsealed roading network

27% (2016/17) of residents

are satisfied or very

satisfied with the unsealed

roading network -

improvement from 2015/16

but does not achieve the

target

Increase in percentage

of residents who are

satisfied or very

satisfied with the

unsealed roading

network:

2018/19 – 50%

2019/20 – 60%

2020/21 – 70%

75% of residents are

satisfied or very

satisfied with the

unsealed roading

network

The average quality of ride on

sealed roads, measured by smooth

travel exposure (STE)*

Current average performance for all sealed roads in 2016/17 is 90% (79% for urban and 97% for rural)

Target to be set once

ONRC benchmark

established. In the

interim for 2015/18

maintain at 96 or less.

Target to be set once

ONRC benchmark

established.

The percentage of the sealed local

road network that is resealed.*

7% of sealed network

resealed.

Reseal 7% each year of

sealed network.

Reseal 7% each year

of sealed network

The percentage of footpaths within

the district that fall within the

specified level of service*

Footpaths are inspected

annually, Condition

2016/17 - 97.8%

Footpath condition

(percentage compliant

with standards) = 96%

Footpath condition

(percentage

compliant with

standards) = 96%

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2018/19- 2020/21 2021/22 – 2027/28

Roads and footpaths are managed

efficiently and effectively

The percentage of public enquiries

responded to within agreed

timeframes*

94% (2016/17) 90% 90%

* = DIA mandatory measure

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3 Our Transportation Assets and Systems

The Waitaki District is characterised by rural, low volume, unsealed roads:

90% are rural (i.e. have a speed limit of more than 70 km/h)

59% are unsealed

Over 94% have traffic volumes of less than 500 vehicles per day

Many of the low volume rural roads were built as local access roads to serve neighbouring properties.

The recent growth in the dairy and forestry industries has seen many of these roads subjected to much

more frequent and heavier traffic than they were designed for.

Our transport system includes:

Road pavements and surfaces (both sealed and unsealed)

Drainage including culverts, water tables, kerb and channel and stormwater systems

Signs and pavement markings to provide information and improve road safety

Bridges to carry traffic, including pedestrians and cyclists, over waterways

Footpaths, walkways and cycle facilities

Street lighting for safe and comfortable movement at night

On-street car parking

Off-street car parking

Ownership or agreed use of land within road corridors

Most transport in Waitaki involves trucks and private motor vehicles on public roads. Over 85%

(1,807km) of the roads in the District are owned and operated by Council, with the NZTA controlling the

remaining 15% (306km). Walking and cycling is comparatively small but an increasingly important part

of the transport system.

Length of local roads (km) 1,807

Length of state highway (km) 306

Length of footpath (km) 161

Bridges and major culverts (number) 160

Street lights (total number) 2,500

Car parking areas (number) 11

Signs (number) 4,155

Kerb and Channel (km) 185

Retaining Structures (km) 13

Walking and Cycling Assets (number) 22

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3.1 Our Asset Management Systems (AMS)

WDC uses an extensive suite of asset management tools and systems in their management of the

Waitaki transport network. Some of the tools and systems used include:

Accounting/Financial Systems

Activity Management Systems

RAMM

Roading Network Plan (RNP)

dTIMS (deterioration modelling)

Transport Investment Online (TIO)

Customer Request Management

(CRM)

Digital Carriageway Video

Traffic Control and Safety

Geographical Information System

(GIS)

Sharepoint

Hardcopy Plans

Maintenance Records

Bridge Files

Investigative Reports

Asset Records

Project Register and Files

Standards and Guidelines

Shared Services

Deficiency Database

Data Standards and Reporting

3.2 Consultation

As Council’s customer service has been low for a number of years, as shown in Figure 2, consultation

on the size and shape of the roading expenditure for the 2018-28 Long Term Plan was proposed and

was undertaken in July/August 2017. Below is a sample of the consultation document. 190 responses

were received.

There were 3 questions in the consultation;

1. Widening of high risk sealed roads

2. More metal (gravel) on high priority rural roads

3. Smoothing of rural and urban roads

Council’s proposed investment was an additional $2.9M on that shown in the business case.

The options were;

Business as usual ie. the current investment as consulted on in the business case

Less than the proposed investment

Higher than the proposed investment

The results of the consultation were;

35% favoured business as usual

2% favoured less than proposed

35% favoured the proposed investment

28% favoured greater than the proposed investment

The median of responses showed that 65% response favoured Council’s proposed investment rather

than business as usual. This equates to an additional $967,000 per year of investment which will be

within the Low Cost Low Risk category to cover additional seal widening, smoothing of urban and rural

roads and more gravel on unsealed roads.

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The investment in the LTP is based on business as usual for maintenance and renewals in an

environment of constrained funding that currently exists. For Low Cost Low Risk Improvements, there

is an increase that reflects the additional investment supported by the consultation survey feedback.

The Council Report and Minutes cover the survey response, results and Council’s commitment to the

additional investment.

3.3 Our Resources

WDC uses internal and external resources to optimise the management and delivery of the transport

network. Figure 7 shows the internal organisational structure and the external parties involved in the

delivery of the activity.

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FIGURE 7: TRANSPORT ACTIVITY RESOURCES

Roading

Asset Engineer

Gary Woock

Roading Network

Engineer

Rodger McGaw

Roading

Business Unit

Roading Network

Engineer

Josie Wallace

Senior Network

Engineer

Darrell White

Roading Manager

Michael Voss

Water Services

Manager

Martin Pacey

Group Manager

Information Services

Bill Chou

CEO

Fergus Power

Group Manager

Heritage Planning ahd

Regulatory

Lichelle Guyan

Group Manager

People and Culture

Lisa Bailie

Group Manager Assets

Neil Jorgensen

Road Safety

Coordinator

Elton Crane

Network

Operations

Engineer

Mark Renalson

Contract Engineer

Thomas Reading

Roading Technical

Officer

Leon Kruskopf

Fiona Hancock

Administration

Officer -

Roading

Property

Services

Manager

Renee Julius

Group Manager Finance

Paul Hope

Parks and

Recreation

Manager

Erik van der Spek

Project

Co-ordinator

Vacant

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- Strategic View

- Elected Representative Interface

- NZTA Liaison

- Staff Management

- Corporate Reporting

Roading Network

Engineer

Rodger McGaw

Implementation of

One Network Road

Classification

Staff

Rodger McGaw

Fiona Hancock

Leon Kruskopf

Consultants

Bridge Renewals

Minor Improvements

RAMM Administrator

NZTA Liaison

AMP & Business Case

Coordination

Policy Development

Staff

Elton Crane

Roading

Business Unit

= Maintenance

= Capex/ Renewal

= Management

Key

Footpath Renewals

Network Operations

Engineer

Mark Renalson

Senior Network

Engineer

Darrell White

Roading Manager

Michael Voss

DCL (Dave Charters)

Waugh Infrastructure Management

Asset Management Support

Strategy, Policy & COP Development

RAMM Manager

Pavement

Rehabilitation

Low Cost Low Risk

Improvements

Walking & Cycling

Projects

Road Safety

Coordinator

Elton Crane

Temporary Traffic

Management Plan

Approval

Building Consents

PIMS & LIMS

Staff - Thomas Reading

and Josey Wallace

Waitaki Roading Network

NZTA Liaison

Policy development

Road Safety Action

Plan and Programme

Safety Auditor

Temporary Traffic

Management Plans

(Education, audits &

approvals)

Rationale Ltd

Transport Planning Assistance as required

Administration

Officer – Roading

Fiona Hancock

Bridge Maintenance & Design

Annual Bridge Inspections and Reports

Office Administration

Meeting Minutes

Overweight Permit

Applications

Roading Technical

Officer

Leon Kruskopf

RAMM updates &

Field surveys

Archaeological issues

associated with

renewals

Utilities in the Road

Corridor

Abandoned Vehicles

Building Consents

PIMS & LIMS

Roading Assets

Engineer

Gary Woock

Roading Network

Engineer

Josie Wallace

Street Lights

Pavement Marking

Ahuriri, Waihemo &

Oamaru Township

Amenity Projects

Low Cost Low Risk

Improvements

Carriageway Surface

Renewals

Ahuriri & Waihemo C.B

Liaison

Contract Engineer

Thomas Reading

- Sealed Pavements

- Unsealed Pavements

- Signs

- Bridge maintenance

- Drainage

- Vegetation

- Noxious Plants

- Footpath maintenance

- Township maintenance

Kerb and Channel

Renewals

Walking and Cycling

track maintenance

Contract 642

Resource Consents

Opus

RAMM services as required

Assets Group Manager

Neil Jorgensen

Project

Co-ordinator

Vacant

Geo Park projects

NZTA projects

Business Cases

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4 Road Classifications and Service Levels

As WDC moves to implement an outcomes-focussed approach to roading management, we have

aligned our roading hierarchy with the One Network Road Classifications. The ONRC categories are

broken down into 6 groups based on daily traffic volumes, type of traffic, and social and economic

linkages. The 6 categories are:

1. National and National High Volume

2. Regional

3. Arterial

4. Primary Collector

5. Secondary Collector

6. Access and Access Low Volume

Due to the rural nature of our district, the majority of our network is classified as Access Road and Low

Volume Access Roads. We have broken these two groups down further into rural and urban Access

roads and sealed and unsealed Low Volume Access roads. We will also be considering the option of

breaking down the classifications further if necessary.

FIGURE 7: ONRC MAP FOR WAITAKI DISTRICT

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ONRC Network Characteristics

ONRC Category Urban (Km) Rural (Km) TOTAL LENGTH

(Km)

Urban

Journeys

Rural

Journeys

ANNUAL TOTAL JOURNEYS

TRAVELLED (M Veh Km)

Primary Collector 8 5 13 9 1 10

Secondary Collector 48 337 385 13 38 52

Access 49 439 488 5 16 21

Low Volume 66 836 901 2 7 9

TOTAL NETWORK 170 1,617 1,787 29 63 91

Table 1: Network Statistics for network length (km) and journeys travelled (Million vehicle km) by ONRC Class - Sourced from ONRC performance measures reporting tool

Figure 8: Network Percentage Length and Journeys Travelled - Sourced from ONRC FIGURE 9 SEALED V UNSEALED - SOURCED FROM ONRC PMRT

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ONRC has 27 performance measures that will be used to determine how the roading network is performing. They are a mixture of technical and customer outcome

performance measures. The table below outlines the 10 Customer Outcome Measures in a traffic light format with comments outlining the issues.

TABLE 4 HIGH LEVEL ONRC CLOS GAP ANALYSIS – TREND OR AGAINST COMPARATIVE GROUPS

Customer Outcome Primary Collector

Secondary Collector

Access

Low Volume

Comments

Safe

ty

1: Number of serious injuries and fatalities (DSI)

Whilst there is no graph for primary collectors over a 5 year period, changing to 10 years shows a reducing trend in crashes

Secondary Collectors carry 57% of vehicle kilometres travelled (vkt) on 21% of road network and trend is improving in reducing crashes

Access roads carry 23% vkt on 27% of the network and reflects an reducing trend in crashes

Low Volume roads carry 10% vkt on 50% of network and reflects a trend in increased crashes which needs to be addressed.

Low Volume could be attributed to high speed on narrow roads.

Road safety and low cost low risk improvement programmes will need to address these issues

2: Collective risk

Closer investigation will be needed to identify why the roads in Waitaki District

are above the peer group but at or below the Otago region and similar to the national average. The new Communities at Risk Register has shown a spike in certain activities which will need to be addressed

3: Personal risk

This is not consistent with serious injuries and fatalities on primary, secondary,

access and low volume roads. It does however reflect that levels of service around safety needs to be increased.

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Am

en

ity

1 - Smooth Travel Exposure (STE)

Primary collector is not as good as peer group or Otago region with a slight lag on

national average.

Secondary collector not as good as peer group but better than Otago and similar to national average

Access worse than peer group but better than Otago and national average

Low volume is slight lag on peer group, has a positive gap above Otago region and is slightly better than the national average

Historically this is likely to be the result of more rural than urban road renewal

2 - Peak Roughness – urban sealed roads

Primary collector higher than peer group and Otago but better than national

average

Secondary collector higher than peer group and Otago but better than national average

Access higher than peer group, better than Otago and national

Low volume better than peer group, Otago and national average

historically more rural than urban road renewal

2 - Peak Roughness – rural sealed roads

Primary collector higher than peer group, Otago region and national

Secondary collector higher than peer group, Otago and national average; road pavement renewal concentrated in this area

Access higher than peer group, Otago and national

Low volume lag on peer group and national but similar to Otago region

Co

st E

ffic

ien

cy Percentage of

network renewed annually

Surface Pavement Surface is marginally higher than the peer group and national but similar to Otago

region

Pavement lower than all comparative group averages; ; more analysis is required in road renewal before increasing size of the programme

Maintenance Resurfacing Rehabilitation

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Sealed road maintenance: 5 year average annual costs per kilometre

Sealed pavement maintenance, resurfacing and rehabilitation is lower than the

peer group, Otago region and national average which seems to indicate life of assets is longer than default

New maintenance contract commencing 1 July 2017 reflecting current market values will result in higher costs in future

Unsealed road maintenance: 5 year average annual costs per kilometre

Maintenance Metalling Maintenance and metalling renewals is considerably lower than all comparative

group averages; Council is really efficient in this area e.g. compaction when grading, use of local resources and now council quarries.

There is still an issue with quarry sources in the Waihemo area which will be addressed in the current financial year

Overall Network Cost (Excluding Emergency Works)

Lower than the peer group, considerably lower than the Otago region and significantly lower than the national average.

New maintenance contract commencing 1 July 2017 reflecting current market values will result in higher costs in future

4.1 One Network Classifications

This section details what customers can expect to see from each category on our roads.

National Roads

These roads make the largest contribution to the social and economic wellbeing of New Zealand by connecting major ports or international airports and have high

volumes of heavy commercial vehicles or general traffic. There are no National roads in the Waitaki area which are managed by WDC. However, as customers, you

may directly or indirectly utilise these roads, SH1, when you undertake journeys through to / from our district and region. Your place of work may rely on these roads

to deliver the goods you produce or the people who visit, both safely and reliably. From this perspective, our networks are inextricably linked and so we are undertaking

more collaborative and meaningful conversations with our neighbours to ensure you as customers receive a service that delivers the outcomes customers seek.

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TABLE5 ONRC CLASSIFICATIONS AND LEVELS OF SERVICE

Regional Roads

Purpose Safety Resilience Accessibility Amenity & Aesthetics

These roads make a major contribution to the social and

economic wellbeing of a region and connect to

regionally significant places, industries, ports or airports.

They are also major connectors between regions and, in

urban areas, may have substantial passenger transport

movements. There are currently no Regional roads

managed by WDC but, as traffic volumes increase, it is

likely that we will see some Arterials become Regional

roads.

What can you expect?

Width: 7-10m

Surface: Sealed surface

Signage and Markings: Guidance provided to enable

customers to navigate through the network without

confusion. Road markings will be clear and visible

(centrelines and edgemarkers). There will be no

authorised roadside obstructions and all hazards will be

identified with signage or markings.

Greater widths

will lead to higher

speeds and

users will be

exposed to

higher levels of

traffic and

varying forms of

vehicles,

particularly

trucks.

Vegetation will

be controlled to

ensure sightlines

and visible

edgemarkers (if

present).

These routes

generally have a

high level of

resilience and

alternatives

available. In the

case of a weather

or emergency

event, these roads

will be the highest

priority for re-

opening. Proactive

plans will be place

to manage and

minimise closures.

Access to these

roads is

generally only

through roads of

a lower

classification.

Direct access to

your property is

not likely as it

could affect

safety and traffic

flows. There are

some exceptions

to this in rural

areas where

these roads are

the only viable

access to rural

properties.

Due to its purpose as a

main thoroughfare, the

level of comfort on these

journeys will be higher

than for other classes of

roads. User experience

should be pleasant as you

can expect a smooth

comfortable ride on a

sealed road surface. There

will be minimal surface

faults and roads will

typically feel more open

due to larger widths. Long

journeys usually take place

and so you will also be

provided with rest areas in

certain places to ensure

you are in a good state to

drive.

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Arterial Roads

Example: State Highway 85

Purpose Safety Resilience Accessibility Amenity &

Aesthetics

These roads make a significant

contribution to social and economic well-

being, link regionally significant places,

industries, ports or airports and may be

the only route available to some places

within the region. This may mean that

they perform a significant lifeline function.

In urban areas, they may have significant

passenger transport movements

including a significant number of cyclists

and pedestrians using the road. These

roads may provide critical connectivity

including access to regional hospitals. In

Waitaki, this would include SH85.


Width: 5-9m

Surface: Sealed pavement surface

Signage and Markings: Guidance

provided to enable customers to safely

navigate through the network. Line

markings can be expected.

Roads will differ from

Regional roads in

that they may feel

narrower. Drivers

should be aware that

road standards may

be variable and they

may need to driver

slower depending on

topography,

weather,

neighbouring

access, etc. Some

Arterials will have

shoulders or extra

widths to allow for

shared use (cyclists,

etc). Where these

are not provided,

drivers should be

cautious and always

ensure that road

space is shared with

other users.

Vegetation will be

controlled to ensure

sightlines and visible

edgemarkers (if

present).

Arterials can provide

critical connectivity

where there may be

no alternate route.

This means that the

route must be robust

to limit the risk of

losing connectivity

between main

centres. These

routes generally

have a high level of

resilience and

alternatives

available. However,

in some areas of

Waitaki there are no

viable alternatives,

particularly during

severe weather

events. These routes

will also have a high

priority for re-

opening in the case

of an event. Pro-

active plans will be in

place to manage and

minimise closures.

We do not typically

have land use

access directly from

an Arterial road as it

can cause safety

issues and travel

delays. However,

there will be

exceptions to this in

rural areas where

rural properties,

farms, or industry

are located on main

routes.

The amenity aspects

of Arterials will be

similar to Regional

roads in that the user

experience should

be pleasant. They

can expect a smooth

comfortable ride on a

sealed road surface.

There will be minimal

surface faults and

aesthetic issues

such as litter,

roadside vegetation,

and graffiti will be

minimised. Journeys

on these roads will

typically be shorter

than on Regional

roads but there will

still be rest stops in

certain areas.

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Primary Collector Roads

Urban Example: Thames Street

Rural Example: Weston-Ngapara Road


Aesthetics

These roads are locally important

roads that provide a primary

distributor/collector function,

linking significant local economic

areas or areas of population.

They may be the only route

available to some places within

the region and may see an

average of over 150 heavy

commercial vehicles per day. In

urban areas, they may have

moderate passenger transport

movement (greater than 3000

vehicles per day) and numbers of

cyclists and pedestrians using

the road. In Waitaki, this would

include roads such as lower

Thames Street and Weston-

Ngapara Road.


Width: 5-9m

Surface: Sealed pavement

surface

Signage and Markings:

Guidance provided to enable

customers to safely navigate

through the network. Line

markings can be expected. It is

possible that urban and rural

Primary Collectors will differ

significantly in appearance.

Drivers should be

aware that road

standards may be

variable and they

may need to adjust

to topography,

weather, alignment,

neighbouring

access, etc.

Footpaths may be

present in urban

areas but, due to

potentially narrower

widths, road users

should be prepared

to share the road

space with other

users such as

cyclists.

These routes

generally have a

high level of

resilience but may

be unavailable

during severe

weather events or

emergency. These

roads will have a

moderate priority for

re-opening once

higher classification

roads have been

addressed.

Direct land use

access from Primary

Collectors is allowed

and will be common

in rural areas.

Road users on

Primary Collectors

can expect all roads

to be sealed but may

notice longer areas

of roughness

compared to

Regional and Arterial

roads. Users can still

expect a moderate

level of comfort and

surface faults will be

addressed where

they could

compromise the

pavement or asset

life. Similar to

Arterials, aesthetic

issues such as litter,

roadside vegetation,

and graffiti will be

minimised but, in

general, the road

corridor will reflect

the surrounding

landscape.

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Secondary Collector Roads

Example: Seven Mile Road


Aesthetics

Similar to Primary Collectors, these are

roads that provide secondary

distributor/collector function, linking local

areas of population and economic sites

and may be the only route available to

some places within the local area. They

typically link communities with

populations between 250 and 2000

people. These roads may see between

25 and 150 heavy commercial vehicle

movements per day. In Waitaki, this

would include roads such as Seven Mile

Rd.


Width: 5-9m

Surface: Predominantly sealed

Signage and Markings: Line markings

may or may not be present. Specific

safety guidance will be provided at high

risk locations.

Drivers should be

aware that road

standards may be

variable and they

may need to adjust

to topography,

weather, alignment,

neighbouring

access, etc. Due to

potentially narrower

widths, road users

should be prepared

to share the road

space with other

users such as

cyclists.

These routes will

have a moderate

level of resilience but

may be unavailable

during severe

weather events or

emergency. These

roads will have a

moderate priority for

re-opening once


roads and key

resilience routes (eg:

lifelines) have been

restored.

Direct land use

access is allowed

from Secondary

Collectors.

Road users

experience will be

similar to that on

Primary Collectors.

Users can expect all

roads to be sealed

but may notice areas

of roughness,

potholes or cracking.

These faults will not

affect the purpose of

the road but may

require road users to

be aware of their

surroundings. Users

can still expect a

moderate level of

comfort and surface

faults will be

addressed where

they could

compromise the

pavement, asset life

or safety. In general,

the roadside area

will reflect the

surrounding urban or

rural environment. In

rural areas, this

could mean more

roadside vegetation

where it does not

compromise safety.

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Access Roads

Urban Example: Roseness Street

Rural Example: Papakaio Road


Aesthetics

These (along with their Low Volume

subset) are all other roads within the

district. The main purpose of these roads

is to provide access and connectivity to

many of your daily journeys (home, store,

school, neighbours, etc). This is often

where your journey will start and end.

They provide access to the wider network

and will take you from your home to the

Collectors, Arterials and Regional roads.

Within the same classification there is a

subset of roads called Low Volume

Access roads. Due to the rural nature of

the district, the majority of roads in the

Waitaki district are classified as Access

or Low Volume Access. To differentiate

and prioritise further, WDC will group

Access roads as rural or urban access

roads.


Width: 3.5-7m

Surface: Sealed or unsealed

Signage and Markings: Line marking

(centrelines and edgemarking) may or

may not be present. Safety guidance will

only be provided at high-risk locations.

Road users will need

to be vigilant. Urban

areas will often be

mixed-use

environments

including

pedestrians and

cyclists. Rural

environments will

likely be dark at night

without any

streetlighting. Road

user safety guidance

(signage, road

marking, hazard

identification, etc)

will be provided at

high-risk locations

but otherwise rural

roads will often be

without road

markings or

edgemarker posts.

In certain cases,

roads will be single

lane and opposing

traffic will need to

cooperate to share

the road space.

Weather events may

make route

unavailable and use

of access roads will

be restored once all

higher priority roads

have been attended

to.

The main function of

these roads is to

provide access to

properties and

connectivity to the

wider network.

These roads will

typically offer the

lowest level of

comfort compared to

all higher

classifications. This

could include rough

roads and unsealed

surfaces. Roadside

amenity will be

maintained primarily

for safety. What this

means is that

sightlines will be

maintained and edge

marker posts will be

visible (if present)

but otherwise the

road corridor will

reflect the

surrounding

landscape.

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Low Volume Access Roads

Sealed Example: Wilson Road

Unsealed Example: Windsor Park Road


Aesthetics

Like Access roads, the main purpose of

these roads is to provide access and

connectivity to many of your daily

journeys. The main difference is that they

will see even fewer daily vehicle

movements (less than 200 in urban

areas, less than 50 in rural areas). They

provide access to the wider network and

will take you from your home to the

Collectors, Arterials and Regional roads.

Many rural roading networks in New

Zealand will be made up of mostly Low

Volume Access roads. In Waitaki, there

are many Low Volume Access roads that

exist to serve less than 10 properties. To

differentiate and prioritise further, WDC

will group these roads into sealed or

unsealed Low Volume Access roads.


Width: 3.5-7m

Surface: Sealed or unsealed

Signage and Markings: Road user

safety guidance (signage, road marking,

hazard identification, etc) will be provided

at high-risk locations but otherwise rural

roads will often be without road markings

or edgemarker posts.

Although these

roads will see much

less traffic than


roads, road users

will need to be

vigilant due to this

narrower widths and

mixed use

environments. Urban

areas will often be

shared with children,

pedestrians and

cyclists. Some of

these routes will

serve to get freight

from rural properties

to main roads so

users should expect

to encounter large

trucks. In certain

cases, roads will be

single lane and

opposing traffic will

need to cooperate to

share the road

space. Rural

environments will

likely be dark at night

without any

streetlighting.

Weather events may

make routes

unavailable and the

use of low volume

access roads will be

restored once all

higher priority roads

have been attended

to.

Direct access to

properties and

connectivity to the

wider network is the

primary function of

these roads.

These roads will

typically offer the

lowest level of

comfort compared to

all higher

classifications. This

could include rough

roads and unsealed

surfaces and may be

bumpy. Reduced

speeds may be

required. Roadside

amenity (vegetation,

etc) will be

maintained primarily

for safety (ie:

sightlines will be

maintained and

edgemarker posts

will be visible if

present) but

otherwise the road

corridor will reflect

the surrounding

landscape.

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5 Future Travel Demand and Management

This section of the Roading Activity Management Plan quantifies the key demand drivers and

recommends actions to manage demand in response to community expectations and Council’s strategic

goals.

These drivers are examined in relation to the significant issues discussed throughout this document.

5.1 Demand Drivers

The primary factors that influence demand on our transportation network are discussed in detail below. TABLE 6 DEMAND DRIVERS

Drivers of Demand

What's happening in our district? What does this mean for demand on

our transport network?

Population - Usually Resident

Usually resident population relatively static, with a small reduction predicted over next 30 years.

Sufficient network capacity but safety will continue to be a priority.

Population - Visitor

Visitor numbers are projected to steadily increase over next 30 years with a sharp rise from 2018.

Sufficient network capacity but safety will continue to be a priority.

Population - Demographic

Ageing population with proportion of over 65 year old residents in the district forecasted to increase from 22% in 2013 to 36% in 2030.

Priorities will shift to safety and mobility.

Fixed income for ageing population will affect ability to pay.

Customer Expectations

Increasing customer expectations, specifically regarding unsealed rural roads.

Small reductions in NZTA funding will result in slightly lower levels of service and council requirement to temper expectations.

Council has recognised levels of service issues and approved funding eg unsealed roads

Need to align expectations with new ONRC levels of service which will apply across the country.

Economic / Land Use

Primary economic sectors (agriculture, food manufacturing, and mining) are leading to land use changes that are expected to continue for 5-10 years.

The number of non-residential rating units including commercial, primary industry and accommodation are forecast to increase over the next 30 years with dairy and commercial showing the most significant growth.

Increase in volume of commercial traffic combined with heavier vehicles (tankers, forestry trucks, etc) will have an adverse impact on the network condition.

Closure of key industries would reduce demand and ability to pay.

Environmental

The physical impacts of climate change are being seen across the Waitaki network. Many millions of dollars have been spent since 2007 on flooding and erosion-related works. July 2017 was the latest flood event to cost Council and NZTA close to $1M. These environment demands are expected to continue to increase in their frequency and severity eg ex-cyclone Gita.

Although difficult to quantify the expected increase, WDC has been working to identify vulnerable areas and potential mitigation measures.

Consequence of this environmental demand is both increased costs (maintenance, renewal, capital) and potential loss of assets.

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5.2 Demand Forecasts

An update to the Waitaki District Growth Projections is being completed by Rationale Ltd in 2018. The

updated projections are expected to be adopted by Council in early 2018 and will be used in the

development of the 2018-28 LTP.

The population projections considered the influence of the following district growth drivers:

Irrigation

Dairy Conversions

Underlying Dwelling Growth

Tourism Strategy Group Projections

Population

The usually resident population of the district is projected to increase in the short term to 21,333 in 2016,

followed by a decline back to less than today’s population. Despite the relatively stable resident

population, the residential dwellings are projected to increase by around 200 dwellings per year

(1.8%p.a). This trend is also seen in the predicted visitor numbers with average day visitor numbers

predicted to increase by approximately 134 people per year and peak day visitors predicted to increase

by approximately 600 people per year.

FIGURE 10: USUALLY RESIDENT POPULATION, VISITOR POPULATION AND RESIDENTIAL

DWELLING GROWTH

The Waitaki transport network generally has a large capacity. Based on present demand and predicted

short term traffic volume growth, the network is expected to have sufficient capacity to deal with these

demands.

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It should be noted that although the number of residential dwellings is predicted to increase, the

portion of occupied dwellings in the district is projected to decrease significantly in all townships. This

highlights the reliance on holiday homes as a driver of dwelling growth.

Demographic

The proportion of over 65 year old residents in the district is forecast to increase from approximately

22% in 2013 to approximately 36% in 2030.

An ageing population is likely to have more influence on Waitaki’s transport demand than the low level

of usually resident population growth. Serving an older population will increase the emphasis on network

accessibility to core services. This will most likely lead to an increased level of service for network

reliability and affordability. More specifically, an increased level of service for:

1. Footpath quality

2. Walking and cycling facilities including for mobility scooters

3. Parking in Commercial and Shopping areas

4. Affordability of services with more of the community on fixed incomes / pensions

Council is currently working with CCS Disability to improve mobility and access issues. Council monitors

the performance of each of these levels of service annually.

Land Use

The primary economic sectors in Waitaki are agriculture, food manufacturing, tourism and mining. These

industry sectors are exporters and therefore importers of money to the district. “Non-residential” rating

units, which includes commercial, industrial, accommodation, and primary industry properties, are

projected to increase from 4,316 to 4,351 in 2031, with the key growth areas being dairy, industrial and

commercial.

FIGURE 11: NON-RESIDENTIAL RATING UNIT GROWTH

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These key sectors are largely inland, rural based businesses. They depend on reliable and efficient

transportation infrastructure to get their products and services to market. They are served primarily by

heavy vehicles on low volume roads. It is imperative that the opportunities within these economic sectors

are realised through robust and efficient transportation infrastructure. Specifically, this means a

continued focus on heavy vehicle access on low volume roads. The implementation of the One Network

principles will allow WDC to identify key freight routes and ensure they are maintained to an appropriate

level.

In order to address financial impact of various land uses on the roading network, the Development

Contribution’s model is used to calculate the portion of growth costs that should be funded from each

land use category. Further detail regarding calculations is contained in the Council’s Development

Contributions Policy.

Changing Climate

The physical impacts of climate change are being seen across the Waitaki network. Approximately

$5.6M has been spent on the transport network over 7 years on flooding-related emergency works. The

last was an additional $1M. It is expected these environmental demands will continue to increase in their

frequency and severity. Although it is difficult to quantify the expected increase, WDC has been working

to identify vulnerable areas and potential mitigation measures.


There is a broad expectation of continual improvement of levels of service against minimal increases in

cost. There is an element of communication and education that needs to take place to align this

expectation with what is needed and affordable for customers. At the same time, Council’s goal is to

deliver an affordable network that enables economic opportunities. The review of the Extent of Network

Policy in 2011, focussed largely on managing this expectation at the network fringes. The cost of

maintaining very low volume roads that serve, in some instances a single property, creates a distortion

in the cost vs. service expectation. This expectation remains an issue for WDC as there is dissatisfaction

with the condition of unsealed roads in the district. The implementation of the ONRC will provide a tool

for addressing expectations and maintaining focus on the delivery of a network that is affordable and fit

for purpose.

Improving road safety is a key focus of the community, Council and Central Government. Roading will

continue to implement the Safer Journeys Strategy, High Risk Rural Roads Guide, GPS 2018 and Code

of Practice for Stock Crossings

5.3 Managing Demand

Travel demand management emphasises the movement of people and goods rather than vehicles and

should give priority to travel methods which maximise the economic value and minimise the cost of each

trip.

Our levels of service are considered to be representative of the present demands of the current

community. As transport activity changes in response to various drivers, the level of service provided on

some individual routes may change. With the introduction of the ONRC, more emphasis will be placed

on baseline levels of service for various classifications which can be measured across the country.

Council will enable infrastructure investment that emphasises the economic benefit of moving people,

goods and services.

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Given the risks and issues facing WDC, Council will need to meet increased transport demand by

working smarter and, where possible, utilising ‘non-asset’ solutions. Council will also need to ensure

road safety remains a priority.

The following projects have been identified to address the demand issues discussed above, whilst

enabling economic growth and improving road safety:

TABLE 7 DEMAND MANAGEMENT INITIATIVES

Demand Drivers Project Identified

Land Use / Economic


Population – Usually

Resident and Visitor

Roading Network Plan (RNP) – Prioritising investment that supports economic wealth and

optimises existing assets. This will incorporate the ONRC to ensure alignment with national

priorities. Safety issues will be highlighted on the plan. The specific level of asset maintenance,

renewal and investment will be prioritised using this tool.

Land Use / Economic


Pavement Rehabilitation - Ensuring the condition of the transportation network remains

robust in response to increased heavy vehicle traffic. This will take place by decreasing total

pavement rehabilitations while increasing pavement reseals to remain cost neutral.


Land Use / Economic

Condition Monitoring – Opportunities for efficiency and improvements exist through the use

of better tools, such as dTIMS deterioration modelling software and more reliable asset data

(RAMM).

Population – Usually


Demographic

Walking and Cycling - Providing for modal diversification into Walking and Cycling through

dedicated tracks.

Land Use / Economic Holcim Cement Works (proposed but resource consent has expired) – Ensuring roading

requirements are available for capacity and safety heavy traffic use should this proposal go

ahead.

Land Use / Economic Stock Crossings - Council adopted a new Stock Crossing Code of Practice in October 2011

in response to dairy growth and associated safety issues. Council also funds the consent fees

and % of construction from the annual Low Cost Low Risk improvements programme

allocation.

Land Use / Economic


Carriageway Widening - Widening projects are undertaken as prioritised within the WDC

Rural Carriageway Widths Standards Policy and are included in Low Cost Low Risk

improvements to seek NZTA subsidy. These projects are focussed on safety, particularly on

heavy vehicle trafficked routes as well as the One Network Rod Classification.

Population - Usually


Land Use / Economic


Road Safety Programme - The programme aims to address safety concerns around Driver

Distraction, Fatigue, Older Drivers, Young Drivers, Alcohol and Drugs, Straights, Bends and

Intersections. The programme directly supports the Waitaki Road Safety Action Plan, Safer

Journeys, the Waitaki Land Transport Strategy and the Governments GPS.

Population - Usually


Oamaru Harbourside and Town Centre Projects – will be included in Low Cost Low Risk

improvements to enhance access and mobility in the harbourside and town centre.

Environmental

Population - Visitor

Coastal Erosion – Council will submit to undertake preventative maintenance of the

economically justifiable section of Beach and Waianakarua Road.

Land Use / Economic Structure Component Renewals – Council will continue to renew bridge components as per

the bridge renewals programme. This includes the renewal of Kakanui Bridge which is a

separate renewal project which is proposed for 2020/21.

All future investment in transport planning needs to be focussed on fiscally-prudent long-term solutions

to manage land-use changes and the associated impacts on infrastructure. The development of the

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Waitaki Roading Network Plan as well as deterioration modelling combined with One Network Road

Classification (ONRC) forms the first critical piece in the transition towards better transport planning.

6 Programme of Work (Financially Assisted)

The following programmes of work are focussed on delivering the outcomes sort under the ONRC and

that address the key risks and issues of our community.

6.1 Resilience Improvements

Rural Resilience Waitaki project

The resilience of our rural network has been considerably challenged by severe wet weather events

experienced over 6 years from 2008 to 2014 ($5.6M in emergency works). Council, with some

investment from NZTA, has completed this project at a cost of $1.89M to better maintain and upgrade

drainage in the rural network identified from mapping road closures and events that have migrated

across parts of the network. This investment has made a considerable contribution to: (a) reducing the

likelihood of lost journeys due to route closure; (b) reducing the risks of flood damage and the associated

costs of emergency rehabilitation; (c) reducing our pavement maintenance and renewal expenditure by

reducing the rate of pavement deterioration due to water ingress into the pavement.

The results of this project were seen in July 2017 when there was 174mm of rain in 27 hours, greater

than a 1:100 year event. This storm cost Council in excess of $1M and there were 36 roads closed.

Roads were quickly reopened for access in the District other than 2 roads that had more significant

damage to repair.

This one-off project also enhances our economic growth and productivity objectives by responding to

the increasing demands on our rural road network due to land use changes and the increase in heavy

commercial vehicles volumes, particularly 50MAX and HPMV. With the implementation and completion

of stage 2 of the North Otago Irrigation Scheme, it is essential that we make the roading network as

resilient as possible to ensure excess irrigation water is kept away from roads and pavements.

Outcome – Rural Resilience has been very successful in restricting damage to the road network

River Training

The Kakanui River (at Fuchsia Creek Road) and Kaura River (at Kakanui Valley Road) have both altered

paths as a result of pre 2017 flood events. This presented a significant threat to roading and bridge

infrastructure that could result in resilience issues (loss of journeys) and potentially costly reinstatement.

The July 2017 storm event actually helped to realign and straighten out both of these rivers. We will still

evaluate the case for river works as the rivers may go back to their pre-flood alignment. It is imperative

to ensure that assets are protected and access is maintained to approximately 15,000 hectares of highly

productive land. This route at Fuscia Creek connects the top and bottom halves of the Kakanui Valley

and is critical for economic development in the area. We have a global consent in place for the Waitaki

District and completed preventive maintenance in the Kaura River in 2014/15. The July 2017 flood event

has identified some rock protection is still required.

Outcome –River training has had mixed success and works have just been completed in the Kaura

River following the July 2017 storm event.

Small bridge replacements

Where possible, Council has replaced small wooden bridges that are posted or feeding single landowner

access with concrete culverts or other proprietary products eg concrete wash over pads that provide

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more affordable options and reduce whole of life costs without reducing level of service other than where

access might be affected during a weather event.

Outcome – Very successful in replacing small wooden structures and allowing end of network

landowners retain class 1 access for heavy vehicles.

Unsealed roading network

Council has increased the unsealed metalling budget significantly over the last 10 years, not only for

wearing course replacement but also for strengthening of the pavement. Many of the unsealed roads

have been sufficiently strengthened to allow Class 1, 50Max and HPMV traffic however there are

locations in the network which are still prone to failure, particularly in wet weather.

Outcome – Council has had success strengthening pavements and is now concentrating on wearing

course.

Aggregate resources

Council is exploring the option to own their own land and quarries for resourcing of aggregates.

Affordable metalling aggregates for the unsealed road network are becoming scarce and Council finds

itself reliant on the incumbent roading maintenance contractor to assist in the procurement of aggregates

within a 25km radius of sites to be renewed. Council has gone through land use consent and now has

its own source of aggregates for running course, M4 and rockfill. Council will be using this aggregate for

renewal and capital projects in 2017/18 and beyond and is also looking at other quarry sources for the

Waihemo and Ahuriri areas.

Outcome – Very successful at opening the first quarry and supplying aggregates for improvement and

renewal works

6.2 Efficiency Improvements

Rural Resilience Project

This is now complete but we will continue to provide efficiency improvements by minimising the risks of

flood damage, the associated costs of emergency reinstatement and reducing the rate of pavement

deterioration.

Outcome – Very successful.

Streetlighting LED upgrade

Along with NZTA, Council has invested over $1m in 2016/17 and 2017/18 to upgrade our existing High

Pressure Sodium streetlights to LED technology. This investment, which is also supported by the Energy

Efficiency and Conservation Authority (EECA), will deliver savings on the costs of electricity,

maintenance and renewals without compromising light levels for customer’s safety or amenity. The cost

efficiency of this project has been further enhanced with Waitaki being the lead in Otago/Southland with

procurement of in excess of 14000 good quality and very competitively priced lighting units.

Collaboration with NZTA-HNO for supply and install of LED units will be the first LED lights within the

Coastal Otago highway network.

Outcome – Very successful

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Roading Network Plan

We have created a Roading Network Plan as a collaborative project with Central Otago District and

Dunedin City Councils. This provides a GIS based economic model that identifies the primary purpose

of each road in our network. It links to the One Network Road Classification project and will be a powerful

tool for improving our network investment decision making. The collaborative approach has reduced the

costs for each party, has led to better understanding of each other’s network (and our own), and has

provided a consistent approach to classifying roads across the three networks.

Outcome – Mixed success; a tool for use in conjunction with ONRC

Collaboration in Asset Management Delivery

A business case was developed in 2014 to evaluate the opportunity to collaborate with Dunedin City in

aspects of our asset management functions with the intention of delivering services more efficiently and

reducing our reliance and expenditure on consultants. The business case found the preferred option

was to relocate the majority of asset management services to Dunedin.

This proposal was ultimately rejected by Waitaki’s Councillors who believed that the asset management

services should remain in Oamaru. They felt that the better approach was to strengthen our team to take

care of succession vulnerabilities etc. which has been completed. Since then, Council has improved

their asset management capability and also have two fully accredited tender evaluators within the

Roading Unit.

Outcome – Successful.

In-house RAMM maintenance and updates

Since July 2015, Council has been maintaining and looking after RAMM in-house. This has proved really

efficient in terms of savings as well as the improved maintenance and accuracy of data. The traffic

estimation tool is an example where RSL Limited has helped and assisted to set up this properly. Traffic

count data is imported into RAMM populating all tables rather than being manually input. Localised user

groups have been set up with neighbouring councils to enable collaboration to occur. Council is currently

assembling an operational and quality manual to ensure robust processes.

Outcome – Very successful. Quality assurance manual in progress to ensure protocols are in place.

Unsealed metalling performance driven over cyclic

We have adopted a performance driven approach to maintaining our unsealed network in place of the

previous cyclic programme. This has reduced the whole of life costs by targeting renewals metalling to

the ‘right place’ at the ‘right time’. To achieve this, the grader has a ‘walk and roll’ on the back which

gives instant compaction to the carriageway surface. There has been a minimal impact on customer

levels of service outcomes but there has been an unexpected criticism from customers that we are not

using ‘the same old’.


Unsealed metalling aggregate

To manage aggregate costs, we target the use of local aggregate (within 15kms of the road site) by

working closely with land owners with existing sources of high quality material. This has significantly

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reduced the costs of the aggregate and of transport when compared to using normal commercial quarry

sources and materials. This has been so successful that some landowners have contributed aggregate

resource to the roading network. Local agricultural contractors have also been talking to council officers

about initiatives to strengthen unsealed roads by using their powerful new stabilising machines that can

do the width of the road in 2 passes.


Unsealed intersections

Unsealed intersections prove to be problematic with corrugations. Not only trucks but some of the bigger

utes nowadays are more powerful and so there is a lot of braking and accelerating happening. Some of

the intersections have been sealed but for other low volume roads, our contractor has blended clay into

rotten rock. The use of this blend has been very successful in that it reduces the amount of corrugations

and the amount of customer requests that are received.

Outcome – Very successful. May be replaced with traction seals to reduce long term maintenance

costs and potential safety iussues.

Use of coldmix asphalt

Our contractor is using coldmix asphalt for temporary repairs of potholes so that their approach to long

term repairs is more structured and efficient. Coldmix asphalt has also been used as pre-levelling for

reseals and this has proved quite cost effective with good results.

Outcome –Successful methodology.

Increase in traffic count programme

Council will increase the size of the traffic count programme; rising from 250 counts per year to 350

counts per year. This will allow for an accelerated programme that will improve the accuracy of the traffic

estimation tool used in RAMM and for the next moderation of One Network Road Classifications. All

counts are full classification with intelligent data output.

Outcome – Very successful in populating RAMM

Vegetation Maintenance

The sight line corridor is critical to ensure customer safety by allowing an unobstructed view of oncoming

hazards from a distance that allows safe stopping whilst travelling at or near the posted speed in wet

conditions. We are proactively engaging with roadside adjacent landowners to manage their own

vegetation where it encroaches into the sight line boundaries. This improves our efficiency by reducing

our vegetation control costs.

We have also reintroduced spraying of shoulders instead of roadside mowing. This allows the contractor

to be more proactive in terms of shoulder maintenance, has allowed storm water to run off the road more

quickly and has been cost effective. As a result of this initiative, we have also introduced a shoulder

strengthening programme on some of our narrow roads which has allowed heavy transport operators to

drive on the shoulder with ease. This has provided benefits as a bypass for State Highway resilience in

the event of crashes or road closures.

Outcome – Very successful

Dust Mitigation

Council will be exploring options for dust control and mitigation. In the past, it has pretty much been

restricted to locations required by resource consent conditions. Otta seals have been used to reduce

dust blown over new developments in townships.

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Outcome – Mixed success. Otta seals good product however almost as expensive as seal.

Renewals Programme Optimisation

We will optimise our renewals programme based on dTIMS modelling which now incorporates ONRC.

Treatment selection is also used as a tool to support the modelling. The robustness, efficiency and

effectiveness of this refined programme has been confirmed by a RAPT Review carried out in

collaboration with NZTA and our neighbouring practitioners.

Our renewals programme will also take into account implementation of the ONRC and the outputs of our

Roading Network Plan (that has being created in collaboration with Central Otago District and Dunedin

City). This will ensure our work is targeted to the ‘right places, right time and right treatment’ to achieve

the objectives of the GPS, i.e. promoting economic growth & productivity, road safety, and delivering

value for money.

Outcome – Very successful particularly as ONRC has been included in modelling and reporting

Bridge Maintenance Programme

We have a robust programme of bridge inspections and have procured a more competitive supplier for

the physical works that should deliver improved value for money and cost efficiencies of 10- 20% p.a.

The savings gained are been used to complete and accelerate bridge maintenance and work that has

not previously been possible. We expect to see a resultant increase in the level of customer satisfaction

on our bridge network.


Roadmarking

Our roadmarking contract has been renewed in 2015/16 and levels of service implemented are

consistent with ONRC classifications. Improved data collection will ensure value for money is optimised

for future contracts.

Outcome –Successful

6.3 Access Improvements

Bridge Renewal Programme

We have implemented a programme of recycling bridge timbers to keep costs down while maintaining

land access for productive purposes and have reviewed and reduced the number of posted bridges. We

have a robust maintenance schedule for our bridges and a 30 year bridge renewal strategy in place to

ensure that we meet and improve the transport needs of our district.

Outcome –Successful in targeting renewal works to meet ONRC performance measures.

Kakanui Point Bridge

The Kakanui Point Bridge was built in 1899 so that makes it 118 years old and is reaching the age of

retirement. The bridge is protected by Heritage New Zealand. It is 172m in length, provides one lane for

vehicle traffic with a walkway on the south side of the bridge. It is mainly built with hard wood timbers

and provides a link between the south and north parts of the Kakanui Township.

It has been posted for speed, down to 10km/hr, for over 20 years and within the last year has been

posted down to 80% weight restriction as well. A significant amount of investment has gone into the

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bridge over the years and Council now wants to look at options for strengthening or replacement to full

Class 1. Council has discussed the point of entry with NZTA and is undertaking a strategic business

case to determine the best options. The indicative and detailed business case is scheduled for 2018/19

with the design in 2019/20. Whatever the option is, whether strengthening or replacement, construction

was scheduled for 2022/23 however NZTA have recommended that it be brought forward to 2020/21 to

ensure there wasn’t a big time gap between the business case and the design and construction.

Outcome – Very successful strategic case completed.

Springfield Road

Springfield Road has been closed for lengthy periods arising out of the last few flood events. The road

will be raised by half a metre to ensure the road remains passable. Fortification and Station Road have

had similar treatment to improve the resilience of the network in that area.

Outcome –Successful; alternative non-asset solutions have been used. Urgency to complete project

not as great and will be include in LCLR program.

Moeraki

Lonely Planet has named Moeraki Boulders as one of New Zealand’s top tourist attractions so a surge

in tourism is expected in that area. Council will undertake a business case to identify options for

accessibility to the Moeraki Boulders, as well as the lighthouse. An outcome is likely to be the widening

of Tenby Street to provide a safe tourist route as well as improved accessibility to the Moeraki Township.

Outcome –Mixed success. Seal widening of Tenby Street to go ahead next year in conjunction with

pavement rehabilitation. Retaining Haven Street as the main entrance to Moeraki is proving to be very

challenging.

Waianakarua Road Re-alignment

Waianakarua Road has been reduced to one lane traffic as a result of a slip above the Waianakarua

River. This has been in place for a number of years and there is no immediate threat of further slippage.

Regular use by heavy vehicles other than by Fonterra milk tankers is considered to be low.

As a result, the project covers the design and construction of a road realignment away from the

Waianakarua River. We currently have good stormwater controls in place and the situation is being

monitored. This project will be amended to a small realignment in line with the ONRC classification of

the route. Land has been purchased adjacent to the slip to permit the road to be realigned.

Outcome –Success; drainage solutions have allowed the project to be deferred.

Coastal Roading (Rural)

Council have agreed to fund $50,000 per year in unsubsidised preventive protection works to give effect

to their Coastal Roads Strategy. This will apply to the lengths of Beach Road and Waianakarua Road.

Outcome –Successful in providing coastal protection to high priority areas.

Coastal Roading (Urban)

Through the LTP process Council will allocate $50,000 per year in unsubsidised preventive protection

works. This will apply to the roads in Oamaru that are affected by coastal erosion.

Outcome – No protection to date completed

Holcim Roading Improvements

At this stage, the project is unlikely to occur as the resource consent has lapsed but it may well go ahead

in the future. In the meantime these projects will be included in Council’s minor Improvements

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programme so that if and when Holcim proceed with their $450M cement plant, all projects will already

be completed. As an indicator to the chance of this project going ahead, Holcim have completed an

upgrade in the port of Timaru as part of their ongoing operations.

Outcome – project on hold

Walking and Cycling

We intend to prepare a business case to evaluate the case to invest in improving customer modal options

for the key commuter journey between Oamaru and the Pukeuri meat works, 4km north of Oamaru on

State Highway 1. WDC and NZTA Highway Network Operations have agreed in principle to a

collaborative approach that will see HNO funding the majority of cost and council responsible for delivery.

This plan is a variation from the historically planned cycleway along the rail corridor which proved to be

more expensive. The current option is estimated to cost approximately $600,000.

In addition there are two other walking and cycling tracks in Oamaru that Council would like to complete

as part of our minor improvement program; Oamaru Creek through to Orwell Street to join with the

existing cycleway to Waitaki Boys High School. The other track will be up Buckleys Hill on Redcastle

Road to Reservoir and Ardgowan Roads.

Outcome – Mixed success as most projects are likely to be deferred other than Humber Street.

Footpath maintenance and renewals

Footpath inspections and maintenance have been included in the roading maintenance contract from 1

July 2012. This includes potholes, cracking repairs and surface tripping hazards. Tree roots have

become a problem in recent years, especially those from private property or street trees. In addition,

Council has a programme of lichen spraying on the footpaths as it has progressively become a problem

for Council with footpaths becoming slippery when wet or frosted. Lichen spraying rather than water

blasting has retained a very good surface.

Outcome – Good success. Last year’s performance measurement was greater than 96%

6.4 Safety Improvements

Community Road Safety Activities

We intend to increase investment in this programme to give effect to the national Safer Systems and the

Safer Journeys Strategy. Our goal is to reduce fatal and serious injuries with a view to eliminating them

in the long term (25years). The benefits of the programme are demonstrated by the continued trend in

reduced serious injuries on our network, figure 6 section 2.4.5 Road Safety. The trend in fatal injuries

is increasing and Council will be working hard to reverse that trend. From an ONRC perspective, the

increase relates to Secondary Collectors and Low Volume roads. Road Safety programmes cover state

highways as well as local roads.

Outcome – Mixed success. Increase in road safety budget required to reverse increasing trend in

crashes and worsening results in communities at risk register.

Seal Widening

We will continue to carry out targeted seal widening at locations prioritised by ONRC and the Roading

Network Plan where there is a high risk of head-on crashes due to the narrow carriageway and the

increased volume of heavy vehicle and over width vehicle traffic on low volume rural roads. There is

additional benefit sought in reducing whole of life costs associated with increased deterioration. This

investment will also reduce the reactive maintenance costs associated with edge break on these

carriageways.

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We will be undertaking detailed assessment of high risk locations, as identified both by the ONRC

performance measures and utilising the Roading Network Plan.

Outcome – Successful. Seal widening program is well underway and is being accelerated with the Low

Cost Low Risk increase to $1M per project

Low Cost Low Risk Improvements

Council has included the seal widening budget into low cost low risk improvements. The programme of

works is based on projects identified through a risk assessment process, known as the Safety Deficiency

Database. Safety deficiencies are identified by the roading team and or the contractor and prioritised in

terms of likelihood and consequence to the customer’s safety.

Safety improvements eg traction seals on Danseys Pass are included in the 2018-21 programme along

with walking and cycling projects and other small projects.

Tourist carparks for visiting drivers have also been included. This is a growth area for Waitaki and there

is a requirement for the appropriate tourist infrastructure within the roading network.

Council is establishing a risk register within the AMP to identify, assess and treat risks. Where these

relate to safety issues on the network, the risk register will be used to prioritise projects alongside the

Deficiency Database.

Outcome – Successful. An increase in Low Cost Low Risk is being requested to accelerate safety

improvement works. Increased budget matches Business Unit capability and delivery

6.5 Amenity Improvements

Harbourside Projects

This project improves accessibility and safety to the Historic Precinct redevelopment. Council will

develop a business case to ensure that any upgrades are completed ensuring value for money.

Upgrades will be completed as part of the minor improvements programme.

Outcome – Project deferred by Council

Reconstruction of Itchen Street

This length of road from Thames Street to Tyne Street is a hub for tourists and tourist buses. Tourist

buses park on the north side of the road. Tourists then have easy access to the Information Centre and

public toilets. It also provides vehicle and pedestrian access to the Victorian Precinct. It is likely to extend

around to Lower Thames Street. The scope of the project will come out of a feasibility study to be

completed in 2017/18.

Outcome – Project deferred out of Low Cost Low Risk and may be included in pavement rehabilitation

6.6 Travel Time Reliability Improvement

Customer Communications

Council released a smartphone app a few years ago and enhanced the process for web updates to

improve communications with customers during extreme weather events or in other instances when

travel times are delayed. This enables customers to mitigate travel delays by altering or rescheduling

their journey plans. In addition to providing local road information, the smartphone app provides a link

to State Highways information, to support the one network approach.

Outcome – Waitaki Roads app Very successful. Snap Send Solve less popular

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Council also promotes the use of this Snap Sen Solve app which also improves the efficiency of WDC staff to respond to customer and performance issues on the network.

7 Programme of Work (Non-Financially Assisted)

Carpark Maintenance

A continuation of maintenance levels for Council’s 11 existing carparks are planned with the Humber

Street car park in Oamaru sealed in 2017/18. This will assist in reducing overall maintenance costs and

increase efficiencies and utilisation of available parking area.

Footpath Maintenance

The draft GPS 2018 identifies footpath maintenance and renewals as being financially assisted. They

have been removed from here and moved to financially assisted activities.

Retaining Structures Maintenance

An improvement to the level of unsubsidised retaining structure maintenance is planned to ensure that

retaining structures adjacent to footpaths are appropriately maintained. These do not include retaining

walls on private property.

Pest Plants

The budget is targeted to control roadside pest plants weeds on local roads to the requirements of the

Ecan and Otago Regional Pest Management Strategies. A budget for the control of wilding pines is also

included. This work activity is in the roading maintenance contract and has proved to be successful in

delivering efficiencies in cost and performance.

Rural General

Rural General allows for those activities in the rural areas which do not attract subsidy from NZTA and

also includes an annual $20k budget for extent of network issues.

http://www.google.co.nz/url?sa=i&rct=j&q=&esrc=s&source=images&cd=&cad=rja&uact=8&ved=0ahUKEwicysn64ZvUAhUIiFQKHa5bB9sQjRwIBw&url=http://www.snapsendsolve.com/&psig=AFQjCNERY4oX63PV94LQlpY8X5Za2EGJYQ&ust=1496376170534570

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Township Works

These are projects which improve the amenity aspects of townships throughout the Waitaki District and

include litter bin collection, maintenance of street furniture, grass mowing in specific areas, vehicle

crossing upgrades and Christmas decorations.

Road Legalisation

This budget is included to ensure that land under new and existing roads is legalised as required. A

number of formed WDC roads in the network cross into private freehold land either in small amounts or

in their entirety. This is primarily as a result of historical issues but may also be where new roads are

formed over private properties or reserve land. In the case of subdivisions, this is not an issue as the

private land is vested as road.

Targeted Maintenance

Council has a small budget which is targeted into specific maintenance items. It is now limited to the

maintenance of the unsealed section of Haven Street in Moeraki.

Coastal Erosion

Council’s coastal erosion strategy includes an annual budget of $50k per year for erosion control in

specific areas of the coast where erosion is at its worst or is threatening links in the rural road network.

For example, protection works have been completed at Orore Point with more proposed. Council has

also approved a small amount for roads affected by coastal erosion in urban areas

Recoverables

Council has a relatively small budget for this activity. It allows private works to be completed in

conjunction with Council works and then allows Council to invoice for the cost. The majority of the activity

is for Overweight Permits and Development contributions. Recoverables also includes the new

Aggregate Supplies which feeds quarried aggregates to capital, maintenance and renewals.

8 Cost of Service Provision

8.1 Current Cost

As with all services, there are costs associated with providing an appropriate level of service to

customers. Over the past 6 years, WDC has spent an average of approximately $10.0M of subsidised

funding per year. Much of the increase is attributed to the new road maintenance contract that started

on the 1 July. Council has also spent $1.6M of unsubsidised funding our roading network annually. This

includes maintenance, renewals and improvements. The 2018/19 financially assisted programme is

$11.7M. This increase in investment is largely around the increase in Network and Asset Management

for the business unit and additional investment in the Low Cos Low Risk Improvements program.

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FIGURE 12: WDC FINANCIALLY ASSISTED ROADING EXPENDITURE 2012-2018

Figure 5.5 in Section 2 discusses where the current cost of our network sits versus other similar rural

roading networks. Although we may be able to say that the cost of our network has been “below average”

compared to similar networks over the past 5 years, it is unclear whether these other networks have

been providing a similar level of service. One thing we can identify is that our current level of investment

has not directly translated into satisfied customers. As demands increase and funding decreases, we

need to be able to focus on the customer needs and deliver a network that is fit for purpose.

2012/13 2013/14 2014/15 2015/16 2016/17 2017/18Average$/year

Resilience $81,295 $117,731 $897,687 $182,786

Emergency Works $878,328 $1,527,250 $220,535 $939,712 $594,304

Improvements $424,777 $364,419 $382,577 $978,737 $1,101,575 $811,469 $677,259

Road Safety Programmes $94,698 $105,302 $100,000 $150,000 $150,000 $150,000 $125,000

Transport Planning $24,130 $101,392 $30,478 $58,221 $56,687 $103,367 $62,379

Traffic services renewals $102,375 $88,064 $112,617 $211,179 $448,564 $1,350,681 $385,580

Structures component replacements $341,599 $295,669 $369,691 $51,642 $626,321 $374,037 $343,160

Sealed road pavement rehabilitation $1,091,481 $909,095 $1,572,726 $1,786,674 $933,187 $1,400,000 $1,282,194

Drainage renewals $228,822 $437,074 $386,067 $351,411 $391,511 $479,000 $378,981

Sealed road resurfacing $1,675,808 $1,197,829 $1,389,852 $1,577,834 $1,565,658 $1,625,000 $1,505,330

Unsealed road metalling $369,783 $628,441 $655,056 $637,476 $600,524 $700,730 $598,668

Network and asset management $720,368 $967,840 $831,330 $1,236,319 $1,247,277 $1,326,000 $1,054,856

Level crossing warning devices $85,368 $32,430 $106,305 $35,937 $24,884 $40,800 $54,287

Cycle path maintenance $3,224 $16,221 $10,536 $8,772 $6,826 $11,220 $9,467

Traffic services maintenance $430,865 $413,863 $356,333 $373,197 $458,871 $510,000 $423,855

Environmental maintenance $232,543 $263,372 $360,030 $274,607 $369,172 $311,000 $301,787

Structures maintenance $204,984 $129,174 $201,263 $107,587 $203,528 $289,573 $189,352

Routine drainage maintenance $245,661 $422,488 $340,717 $708,258 $451,775 $420,000 $431,483

Unsealed pavement maintenance $336,940 $386,836 $395,389 $365,773 $383,385 $488,300 $392,771

Sealed pavement maintenance $803,798 $998,616 $1,073,208 $1,037,417 $1,080,607 $1,349,300 $1,057,158

$0

$2,000,000

$4,000,000

$6,000,000

$8,000,000

$10,000,000

$12,000,000

$14,000,000

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8.2 Future Cost

The projected cost of service provision is detailed here. Figures included are from the 2015-25 RLTP.

It should be noted here that the financially assisted budgets in the LTP do not accurately represent the

NZTA investment that has been approved for the 2015-18 NLTP. Council will be ensuring that

expenditure of financially assisted budgets is to that of approved investment levels only.

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Operations and Maintenance (Financially Assisted)

FIGURE 13: WDC FINANCIALLY ASSISTED ROADING EXPENDITURE 2018-2028

$0

$1,000,000

$2,000,000

$3,000,000

$4,000,000

$5,000,000

$6,000,000

$7,000,000

$8,000,000

2018/19 2019/20 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28

Maintenance and Operation of local roadsFinancially Assisted

111 Sealed Pavement Maintenance 112 Unsealed Pavement Maintenance 113 Routine Drainage Maintenance 114 Structures Maintenance

121 Environmenal maintenance 122 Traffic Services maintenance 124 Cycle path maintenance 125 Footpath maintenance and renewals

131 Level Crossing Warning Devices 151 Network and Asset Management

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Financially Assisted

Maintenance and operation of local roads

Work

Programme

NZTA

W/C Project Type 2018/19 2019/20 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28 Grand Total

Maintenance

and operation

of local roads 111

Sealed

Pavement

Maintenance

$1,349,287 $1,391,115 $1,434,240 $1,470,095.74 $1,508,318 $1,550,551 $1,595,517 $1,644,978 $1,699,262 $1,758,737 $15,402,102

112 Unsealed

Pavement

Maintenance

$488,299 $503,436 $519,043 $532,018.66 $545,851 $561,135 $577,408 $595,308 $614,953 $636,476 $5,573,926

113 Routine

Drainage

Maintenance

$420,000 $433,020 $446,444 $457,604.71 $469,502 $482,649 $496,645 $512,041 $528,939 $547,452 $4,794,296

114 Structures

Maintenance$225,000 $231,975 $239,166 $245,145.38 $251,519 $258,562 $266,060 $274,308 $283,360 $293,278 $2,568,373

121 Environmenal

maintenance$336,000 $330,641 $340,891 $349,413.14 $358,498 $368,536 $379,223 $390,979 $403,882 $418,017 $3,676,080

122 Traff ic

Services

maintenance

$380,000 $391,780 $403,925 $414,023.31 $424,788 $436,682 $449,346 $463,275 $478,564 $495,313 $4,337,696

124 Cycle path

maintenance$11,220 $11,568 $11,926 $12,224.58 $12,542 $12,894 $13,268 $13,679 $14,130 $14,625 $128,076

125 Footpath

maintenance

and renew als

623,500 629,499 635,683 651,575 668,516 687,234 707,164 729,086 751,688 777,997 $6,861,943

131 Level

Crossing

Warning

Devices

$40,000 $41,240 $42,518 $43,581.40 $44,715 $45,967 $47,300 $48,766 $50,375 $52,138 $456,600

151 Netw ork and

Asset

Management

$1,502,848 $1,549,436 $1,597,469 $1,637,405.53 $1,679,978 $1,727,017 $1,777,101 $1,832,191 $1,892,653 $1,958,896 $17,154,996

$5,376,154 $5,513,710 $5,671,305 $5,813,088 $5,964,228 $6,131,226 $6,309,032 $6,504,612 $6,717,806 $6,952,929 $60,954,089

Maintenance & operation of local

roads Total

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Renewals (Financially Assisted)

FIGURE 14: WDC FINANCIALLY ASSISTED RENWALS EXPENDITURE 2018-2028

$0

$1,000,000

$2,000,000

$3,000,000

$4,000,000

$5,000,000

$6,000,000

$7,000,000

2018/19 2019/2020 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28

Renewal of local roadsFinancially Assisted

211 Unsealed Road metalling 212 Sealed Road Resurfacing 213 Drainage Renewals 214 Pavement Rehabilitation 222 Traffic Services Renewals

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Work

Programme

NZTA

W/CProject Type 2018/19 2019/2020 2020/21 2021/22 2022/23 2023/24 2024/25

2025/26 2026/27 2027/28Grand Total

Renew al of

Local Roads211

Unsealed

Road metalling$652,000 $672,212 $693,051 $710,377 $728,847 $749,254 $770,983 $794,883 $821,114 $849,853 $7,442,574

212Sealed Road

Resurfacing$1,625,000 $1,675,375 $1,727,312 $1,770,494 $1,816,527 $1,867,390 $1,921,544 $1,981,112 $2,046,489 $2,118,116 $18,549,360

213Drainage

Renew als$478,971 $493,819 $509,127 $521,856 $535,424 $550,416 $566,378 $583,936 $603,205 $624,318 $5,467,450

214Pavement

Rehabilitation$1,400,000 $1,443,400 $1,488,145 $1,525,349 $1,565,008 $1,608,828 $1,655,484 $1,706,804 $1,763,129 $1,824,838 $15,980,987

215

Structure

Component

Replacements

$340,000 $350,540 $361,407 $370,442 $380,073 $390,715 $402,046 $414,510 $428,188 $443,175 $3,881,097

222

Traff ic

Services

Renew als

$175,000 $180,425 $186,018 $190,669 $195,626 $201,104 $206,936 $213,351 $220,391 $228,105 $1,997,623

Renew al of Local Roads Total $4,670,971 $4,815,771 $4,965,060 $5,089,187 $5,221,505 $5,367,708 $5,523,371 $5,694,596 $5,882,517 $6,088,405 $53,319,090

Renewal of local roads

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New Assets and Transport Planning (Financially Assisted)

FIGURE 15: WDC FINANCIALLY ASSISTED NEW ASSETS 2018-2028

$0

$1,000,000

$2,000,000

$3,000,000

$4,000,000

$5,000,000

$6,000,000

$7,000,000

$8,000,000

$9,000,000

$10,000,000

2018/19 2019/20 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28

New Assets and Transport PlanningFinancially Assisted

003 Transport Planning 004 Programme Business Case Development 324 Bridge Renewals 341 Low Cost Low Risk Improvements 432 Community Outcomes

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New Assets and Transport Planning

Work Programme NZTA W/CNZTA W/C Name

Project

Description 2018/19 2019/20 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28 Grand Total

Transport Planning 003

Activity

Management

Plans

Transport

Planning Project $71,370 $72,725 $74,180 $76,035 $78,011 $80,196 $82,521 $85,080 $87,887 $90,963 $798,968

Transport Planning Total $71,370 $72,725 $74,180 $75,740 $77,400 $79,183 $81,100 $83,110 $85,270 $87,230 $787,308

Programme business case development 004

Programme

business case

development

Programme

Business Case $150,000 $0 $0 $0 $0 $0 $0 $0 $0 $0 $150,000

Programme business case development Total $150,000 $0 $0 $0 $0 $0 $0 $0 $0 $0 $150,000

324 Bridges Renew al $0 $500,000 $6,500,000 $0 $0 $0 $0 $0 $0 $0 $7,000,000

341

Minor

Improvements

Capital &

Operational $1,970,000 $1,950,000 $2,411,000 $2,050,000 $2,052,000 $2,056,000 $2,058,000 $2,062,000 $2,066,000 $2,070,000 $20,745,000

New and Improved Infrastructure for Local

Roads Total $1,970,000 $2,450,000 $8,911,000 $2,050,000 $2,052,000 $2,056,000 $2,058,000 $2,062,000 $2,066,000 $2,070,000 $27,745,000

Demand Management and Community

Outcomes 432

Community

Outcomes

Community

Focussed

Activities $170,200 $170,200 $170,200 $190,000 $190,000 $190,000 $190,000 $200,000 $200,000 $200,000 $1,870,600

Demand Management and Community

Outcomes Total $170,200 $170,200 $170,200 $190,000 $190,000 $190,000 $190,000 $200,000 $200,000 $200,000 $1,870,600

Total $2,361,570 $2,692,925 $9,155,380 $2,315,740 $2,319,400 $2,325,183 $2,329,100 $2,345,110 $2,351,270 $2,357,230 $30,552,908

Roading AMP 2018-28


STATUS: DRAFT

1 May 2018 REV 2.0 PAGE 63


Maintenance and Operations of Local Roads (Non-financially assisted)

FIGURE 16: WDC NON-FINANCIALLY ASSISTED ROADING EXPENDITURE 2018-2028

$0

$100,000

$200,000

$300,000

$400,000

$500,000

$600,000

2018/19 2019/20 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28

Maintenance and Operation of local roads Non-Financially Assisted

Pest Plant Control Retaining Structure Maintenance Rural General Targeted Maintenance Car Park Maintenance Road Legalisation Recoverables

Roading AMP 2018-28


STATUS: DRAFT

1 May 2018 REV 2.0 PAGE 64


Work

Programme Project Type2018/19 2019/20 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28 Grand Total

Maintenance

and operation

of local roads

Pest Plant

Control$55,600 $57,324 $59,101 $60,578.15 $62,153.18 $63,893.47 $65,746.38 $67,784.52 $70,021.41 $72,472.15 $634,673

Retaining

Structure

Maintenance

$21,100 $21,754 $22,428 $22,989.19 $23,586.91 $24,247.34 $24,950.51 $25,723.98 $26,572.87 $27,502.92 $240,856

Rural General $30,900 $31,858 $32,845 $33,666.63 $34,541.96 $35,509.14 $36,538.90 $37,671.61 $38,914.77 $40,276.79 $352,723

Targeted

Maintenance $12,400 $12,784 $13,181 $13,510.23 $13,861.50 $14,249.62 $14,662.86 $15,117.41 $15,616.28 $16,162.85 $141,546

Car Park

Maintenance $55,300 $57,014 $58,782 $60,251.29 $61,817.82 $63,548.72 $65,391.63 $67,418.77 $69,643.59 $72,081.12 $631,249

Road

Legalisation $50,000 $51,550 $53,148 $54,476.75 $55,893.15 $57,458.15 $59,124.44 $60,957.30 $62,968.89 $65,172.80 $570,750

Recoverables $195,000 $195,000 $195,000 $199,875.00 $205,071.75 $210,813.76 $216,927.36 $223,652.11 $231,032.63 $239,118.77 $2,111,491

$420,300 $427,284 $434,485 $445,347 $456,926 $469,720 $483,342 $498,326 $514,770 $532,787 $4,683,289Maintenance & operation of

local roads Total

Non-financially Assisted

Maintenance and operation of local roads

Roading AMP 2018-28


STATUS: DRAFT

1 May 2018 REV 2.0 PAGE 65


Renewal of Local Roads (Non-Financially Assisted)

0

10,000

20,000

30,000

40,000

50,000

60,000

70,000

80,000

2018/19 2019/20 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28

Capital Renewals Non-Financially Assisted

car park renewals

Roading AMP 2018-28


STATUS: DRAFT

1 May 2018 REV 2.0 PAGE 66


Work

ProgrammeProject Type 2018/19 2019/20 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28 Grand Total

Renew al of

Local Roads

car park

renew als40,000 71,610 42,518 40,000 41,040 42,189 43,413 44,758 46,235 47,854 $459,617

Renew al of Local Roads Total $40,000 $71,610 $42,518 $40,000 $41,040 $42,189 $43,413 $44,758 $46,235 $47,854 $459,617

Renewal of local roads


Roading AMP 2018-28


STATUS: DRAFT

1 May 2018 REV 2.0 PAGE 67


Township Works (Non-financially Assisted)


0

100000

200000

300000

400000

500000

600000

700000

2018/19 2019/20 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28

Township Maintenance Non-Financially Assisted

Ahuriri Township Corriedale Township Oamaru Township Waihemo Township

Roading AMP 2018-28


STATUS: DRAFT

1 May 2018 REV 2.0 PAGE 68


Township Maintenance

Work


Tow nship

Maintenance

Ahuriri

Tow nship94,173 97,886 99,703 102,794 105,980 109,266 112,653 116,145 119,746 123,458 117,155

Corriedale

Tow nship66,732 70,795 72,486 74,733 77,050 79,438 81,901 84,440 87,057 89,756 784,389

Oamaru

Tow nship293,794 302,905 312,295 321,976 331,957 342,248 352,858 363,796 375,074 386,701 3,383,606

Waihemo

Tow nship122,369 126,163 130,074 134,106 138,264 142,550 146,969 151,525 156,222 161,065 1,409,307

Total $577,068 $597,749 $614,558 $633,609 $653,251 $673,502 $694,381 $715,906 $738,100 $760,981 $5,694,456


Roading AMP 2018-28


STATUS: DRAFT

1 May 2018 REV 2.0 PAGE 69


Amenity Works (Non-Financially Assisted)


$0

$50,000

$100,000

$150,000

$200,000

$250,000

2018/19 2019/2020 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28

Amenity Works Non-Financially Assisted

Duntroon Hampden Herbert Kakanui Kurow Maheno Moeraki

Oamaru Ohau Omarama Otematata Palmerston Shag Point Weston

Roading AMP 2018-28


STATUS: DRAFT

1 May 2018 REV 2.0 PAGE 70


Amenity Works

Work


Amenity

WorksDuntroon $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $15,000

Hampden $10,000 $10,000 $10,000 $10,000 $10,000 $10,000 $10,000 $10,000 $10,000 $10,000 $100,000

Herbert $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $15,000

Kakanui $5,000 $5,000 $5,000 $5,000 $5,000 $5,000 $5,000 $5,000 $5,000 $5,000 $50,000

Kurow $17,600 $17,600 $17,600 $17,600 $17,600 $17,600 $17,600 $17,600 $17,600 $17,600 $176,000

Maheno $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $15,000

Moeraki $5,000 $5,000 $5,000 $5,000 $5,000 $5,000 $5,000 $5,000 $5,000 $5,000 $50,000

Oamaru $50,000 $50,000 $50,000 $50,000 $50,000 $50,000 $50,000 $50,000 $50,000 $50,000 $500,000

Ohau $3,000 $3,000 $3,000 $3,000 $3,000 $3,000 $3,000 $3,000 $3,000 $3,000 $30,000

Omarama $11,000 $11,000 $11,000 $11,000 $11,000 $11,000 $11,000 $11,000 $11,000 $11,000 $110,000

Otematata $19,923 $19,923 $19,923 $19,923 $19,923 $19,923 $19,923 $19,923 $19,923 $19,923 $199,230

Palmerston $20,000 $20,000 $20,000 $20,000 $20,000 $20,000 $20,000 $20,000 $20,000 $20,000 $200,000

Shag Point $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $15,000

Weston $16,000 $16,000 $16,000 $16,000 $16,000 $16,000 $16,000 $16,000 $16,000 $16,000 $160,000

Total $163,523 $163,523 $163,523 $163,523 $163,523 $163,523 $163,523 $163,523 $163,523 $163,523 $1,635,230


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