Agenda of Infrastructure Services and Networks Committee

Infrastructure Services and Networks Committee

14 August 2017

Part A Reports

3 Waters Activity Report for the Quarter Ending 30 June 2017

Department: Water and Waste

EXECUTIVE SUMMARY

1 This report updates the Committee on water, wastewater and stormwater operations, maintenance and capital works, including contracted out services.

2 Highlights for the quarter include:

a) The Ross Creek dam refurbishment and Waikouaiti Renewals are underway

b) Mapping of the thermal capacity of the wastewater network nominated at the Deloitte Energy Excellence Awards – Innovation in Energy.

RECOMMENDATIONS

That the Committee:

a) Notes the Three Waters Activity Report for the Quarter ended 30 June 2017.

BACKGROUND

3 The water activity delivers the effective collection, treatment and reticulation. The wastewater activity provides the collection, treatment and discharge. The stormwater activity encompasses collection and safe disposal. All three activities are managed in a way that protects public health, and minimises impact on the environment.

4 The Three Waters activity includes:

a) Collection and treatment of raw water.

b) Reticulation of treated water for drinking and firefighting.

c) Collection and treatment of wastewater.

d) Discharge of treated wastewater water and disposal of biosolids.

e) Collection and discharge of stormwater.

DISCUSSION

Management of Three Waters services

5 The collection, treatment, reticulation and disposal of drinking water, wastewater and stormwater are managed directly by Council. The maintenance of the water, wastewater and stormwater pipe networks is contracted to City Care Limited.

6 The Council’s water supply service consists of four service areas: - metropolitan Dunedin, and the three outlying areas of West Taieri, Outram and the Northern Schemes, which includes some areas that are now fed from Mount Grand; as well as the areas of Waitati, Warrington, Seacliff and Merton, Waikouaiti and Karitane, that are supplied from the Waikouaiti water treatment plant.

7 The water supply network includes 21,000 hectares of water catchment; 1,386 km of pipeline; 28 pumping stations; 63 reservoirs (raw and treated) and 10 treatment plants.

8 The Council’s wastewater service consists of seven service areas, including metropolitan Dunedin and six outlying areas: Green Island, Mosgiel, Middlemarch, Seacliff, Waikouaiti/Karitane and Warrington. The Metropolitan system takes the east and west harbour communities of Portobello and Port Chalmers respectively and discharges from Tahuna via the long ocean outfall. Green Island takes the treated Mosgiel effluent and discharges this along with wastes from Green Island, Abbotsford and coastal south Dunedin via the ocean outfall at Waldronville.

9 The wastewater network comprises 909 km of pipes, 87 reticulation pumping stations, 115 domestic pumping stations and seven treatment plants. The service is provided to approximately 107,000 residents and 106 trade customers.

10 The Council’s stormwater service manages the collection and disposal of stormwater to domestic and commercial residents in eight service areas – metropolitan Dunedin and seven outlying areas: Brighton/Waldronville; Green Island, Mosgiel, Middlemarch, Mosgiel, Outram, Port Chalmers and Waikouaiti/Karitane and Warrington. The stormwater network comprises 372 km of pipes and 11 pumping stations.

Non-financial performance

Service

11 Total treated water network demand in millions m³ (production from all metro treatment plants)

12 Water demand followed a similar pattern to last year, although demand reduced in the December to February period due to a milder summer. Demand returned to traditional levels during March, and followed usual seasonal trends for the rest of the year. Overall water demand was lower for the 2016/17 year at a total amount of 15,663,051m³, compared to a total amount of 16,261,845 m³ in the 2015/16 year.

13 Percentage response times met ≤24hours

Quarter Ending 30 June 2017	Response Times Met
Total	588/638	92.16%
Water	478/517	92.46%
Wastewater	98/108	90.74%
Stormwater	12/13	92.31%

Year Ending 30 June 2017	Response Times Met
Total	2670/2844	93.88%
Water	2167/2319	93.45%
Wastewater	441/459	96.08%
Stormwater	62/66	93.94%

14 For the month of June, the target of meeting 90% of priority work orders within 24 hours was met.

15 For the 2016/17 year 93.9% of priority work orders had a response time of less than 24 hours, meeting the required target. This is an improvement over the 2015/16 year where only 89.5% of priority work orders had a response time of less than 24 hours.

16 Number of customer complaints for drinking water

Customer Complaint Concerning	Raw number of Complaints (Q4)	Raw number of complaints (2016/17)
Continuity of supply	25	351
Drinking water clarity	5	93
Drinking water taste	0	0
Drinking water odour	0	6
Drinking water pressure or flow	5	124
Local authorities response to water issues	1	17

17 The majority of drinking water complaints from customers are regarding continuity of supply or pressure/flow issues, which usually occur due to an unplanned shutdowns from watermain breaks.

18 No taste complaints were received for the 2016/17 year and the total number of complaints has reduced year on year.

19 Number of wet weather wastewater overflows

20 The rainfall across this quarter was not significant. The Musselburgh rain gauge recorded a cumulative total of 136.4mm, 40.8mm and 46.2mm of rainfall in April, May and June respectively.

21 During this period one rainfall ‘event’ was recorded. The event occurred on the 12th April 2017 as 58.6mm of rain fell in the 24 hour period. This equates to greater than a 1 in 2 year rainfall event which is classed as 54mm within 24 hours.

22 During this quarter there were a total of 14 recorded overflow spills (all of which were wet weather overflows).

23 Kaikorai Valley overflow spilt the most frequently, 5 times in total. The most significant was across 4 days in April - 12th, 13th, 14th, 15th with a total volume spilt of 2,189m3. This related to the rainfall event that was greater than a 1 in 2 year event. The other overflow spills were all less than 7m3.

24 The April rainfall event caused most of the monitored overflow sites to spill. Sawyers Bay pump station spilt volumes totals of 45m3, 251m3 and 90m3 on the 12th, 13th and 14th April respectively. The Lindsey Creek overflow spilt a total volume of 4,575m3 during 12th, 13th, 14th and 15th April 2017. Marne Street pump station spilt volumes of 449m3 and 777m3 on the 12th and 14th April 2017 respectively. The Nairn Street duck pond overflow spilt a volume of 347m3 during 12th, 13th, 14th and 15th April 2017. Union Street overflow did not spill during this rainfall event.

25 Sawyers Bay pump station overflow spilt a fourth time which related to a planned power outage at a downstream pump station. The planned power outage from Delta affected Burkes pump stations number 2 and 3. Planned mitigation included a vacuum tanker at Burkes pump stations number 2 and 3 taking wastewater to Maia pump station during the outage.

26 However, wastewater volumes were slightly higher than anticipated and the small overflow at Sawyers Bay still occurred; therefore 2 vacuum tankers will be used for any future planned power outages. NZ Clams were notified of the incident so that they could undertake sampling to confirm closure of 28 or 14 days.

27 Lindsey Creek overflow spilt a second time, a small volume of 1m3 on the 12th June 2017.

28 Staff are planning an overflow pilot study at Lindsay Creek to trial a live web portal indicating if the site is overflowing or not.

29 The 2016/17 year saw a total of 48 wet weather and 3 dry weather overflows. While the 2015/16 year saw a total of 31 wet weather and 2 dry weather overflows.

Value & Efficiency

30 Number of watermain breaks (12month rolling average)

31 The on-going decrease in the number of watermain breaks suggests the positive effect of the watermain renewal programme. Also, low numbers of bursts last winter (due to few frosts) and during the summer (due to the absence of drought/ground shrinkage) has assisted.

32 Average duration of unplanned watermain shutdowns in minutes

33 The recording of water shutdowns has been problematic for on-site staff, with many shutdowns not being recorded in the work management system. A work-around was implemented in late November 2016, which has led to a greater percentage of shutdowns being recorded. Changes to the contractor’s IT system are being planned to enable on-site staff to record shutdowns.

34 Since the improvement in the recording of shutdown data it can be seen that unplanned shutdowns times on average are meeting (or close to) the target of under 90 minutes in duration.

35 The overall average duration for unplanned water shutdowns for the 2106/17 year was 85 minutes. This is meeting the target of 90minutes or less.

36 Number of foul sewer blockages (12month rolling average)

37 The number of foul sewer blockages for the 2016/17 year although less than the target was still similar to the prior year. Staff are investigating problem areas to identity potential solutions.

38 Percentage wastewater discharge consent compliance

39 The wastewater discharge consent compliance for the 4^th quarter of the 2016/17 year was 95.84%.

40 The total compliance for the 2016/17 year was 95.45%, down from 2015/16 year performance of 96.12%.

41 Analysing the performance revealed:

a) Seacliff wastewater treatment plant consistently breached the Nitrogen consent limit but there have been no reports of negative environmental impact.

b) Tahuna wastewater treatment plant consistently breached BOD, TSS, Oils & Grease, Faecal Coliforms & Enteroccoci. Silver and Aluminium had some breaches early in the quarter but later results were under the limit.

c) A few samples were missed at Waikouaiti following damage to the bore during tree harvesting. A new bore was installed during the week of 24 July.

42 Although consent limits have been breached on occasion, testing by NIWA completed in May and June 2017, has identified that the performance of the Tahuna and Green Island plants is not negatively impacting the marine environment.

43 Consent conditions, particularly for Tahuna Wastewater Treatment Plant, will be reviewed in the 2017/18 year with the aim of altering some conditions to reflect impact on the environment and therefore improving wastewater discharge compliance.

44 Percentage planned maintenance completed

45 In June, all planned maintenance work orders were completed in the allocated timeframe (280 work orders).

46 Over the 2016/17 year, most of the network planned maintenance was able to be completed within the given timeframe (98.99%), apart from Christmas when staffing levels were lower, and again in April when a number of planned work orders were cancelled in favour of preparation for an extreme weather warning.

47 Over the 2016/17 year, the majority of plant planned maintenance was able to be completed within the given timeframe (79.86%). A resource review has been completed to improve performance in this area.

Major initiatives

48 Kaikorai Valley Phase 3 – The scope of works is under review with the aim of work beginning in early 2018. A portion of the works in School Street to address localised flooding issues, will be carried out in late 2017.

49 Kaikorai Valley Phase 4 – This project is in the planning stage and involves work in 180 private properties. An extensive stakeholder engagement and communication strategy for this project is being developed.

50 Security of Supply Strategy – The construction works for the Ross Creek Dam refurbishment project are underway. A tender for the detailed design of a pump station and pipe to convey water from Ross Creek to Mt Grand will be advertised in September 2017.

51 Waikouaiti renewal – Replacement of the cast iron watermains and a small foul sewer section is underway by Whitestone contracting and expected completion is early 2018.

52 Alva St & Wren Lane – The physical works to renew wastewater and water pipelines in this area are complete.

53 Emerson St – The stormwater rehabilitation work in this street is complete.

54 Every/Jeffrey/Highcliff Renewals – The phase 1 water and wastewater pipe renewals are now complete. Additional work for phase 2 has been awarded to Fulton Hogan, starting in September 2017 and due for completion in early 2018.

55 Switchboard Upgrades – This project upgrades a number of switchboards to ensure health and safety compliance, for a total project value of $2.8m. The first stage (Mosgiel WWTP) is complete and Green Island WWTP (package 2) was awarded to Pace Electrical and is underway. The third stage of works at Tahuna WWTP is progressing.

56 South Dunedin – Stormwater management planning continues, with a Rising Groundwater study completed by Golders/Deltares that will support further work on option feasibility. Staff will report to the Committee on progress later this year.

57 Plant Asset Data Information – A plant asset condition data assessment is underway. This will project will assist in confirming condition and remaining life of assets and inform monitoring and renewal programmes.

58 Top 5 Capital Projects summary currently under execution:

Name	Construction contract Budget	Construction contract actual to date*
Ross Creek Reservoir	$6,608k	$1,824k
Every/Jeffrey/Highcliff/Sunbury St renewals	$2,859k	$1,776k
Switchboard Upgrades	$2,200k	$959k
Waikouaiti Renewals	$1,650k	$56k
Kaikorai Valley 3	$7,200k	$347k

*Figures are as at 14^th July 2017

OPTIONS

59 As this is an update report, there are no options.

NEXT STEPS

60 Areas of focus for the next quarter will be:

a) Finalising works for the School Street section of Kaikorai Valley Phase 3

b) Tendering stormwater works at Sawyers Bay Pony Club and Woodland Avenue

c) Tendering the design of the Ross Creek to Mt Grand Pump Station and Pipeline

d) Completing an event and infrastructure performance analysis of the July 2017 rainfall.

Signatories

Author:

Hayley Knight - Business Performance Coordinator/PA

Chris Henderson - Acting Group Manager Water and Waste

Authoriser:

Ruth Stokes - General Manager Infrastructure and Networks

Attachments

There are no attachments for this report.

SUMMARY OF CONSIDERATIONS

Fit with purpose of Local Government

This decision relates to providing local infrastructure that is considered good-quality and cost-effective.

Fit with strategic framework

	Contributes	Detracts	Not applicable
Social Wellbeing Strategy	☒	☐	☐
Economic Development Strategy	☐	☐	☒
Environment Strategy	☒	☒	☐
Arts and Culture Strategy	☐	☐	☒
3 Waters Strategy	☒	☐	☒
Spatial Plan	☐	☐	☒
Integrated Transport Strategy	☐	☐	☒
Parks and Recreation Strategy	☐	☐	☐
Other strategic projects/policies/plans	☒	☐	☐

The Three waters activities support the outcomes of a number of strategies.

Māori Impact Statement

There are no known impacts for tangata whenua.

Sustainability

The 3 Waters activity contributes positively to the interests of the community by ensuring the provision of safe drinking water, and the safe and sustainable disposal of wastewater and stormwater.

LTP/Annual Plan / Financial Strategy

The 3 Waters Activities are included in the Long Term Plan.

Financial considerations

The updates reported are within existing operating and capital budgets.

Significance

This decision is considered of low significance under the Significance and Engagement Policy.

Engagement - external

As an update report no external engagement has been undertaken.

Engagement – internal

As an update report no internal engagement has been undertaken.

Risks: Legal / Health and Safety / Conflict of Interest etc.

There are no identified risks.

Community Boards

Not applicable.

Infrastructure Services and Networks Committee

14 August 2017

Solid Waste Activity Report for the Quarter Ending 30 June 2017

Department: Water and Waste

EXECUTIVE SUMMARY

1 This report updates the Committee on Solid Waste operations, maintenance and capital works, including contracted out services.

2 Highlights for the quarter include:

a) Contracts have been signed with GHD Limited for Landfill Monitoring and Reporting and with Waste Management Limited for Green Island Landfill and Transfer Station. An interim contract, 3 month period, has been put in place with Waste Management for Rural Transfer Stations and Rural Skip Day services to allow sufficient time to conclude negotiations on a 9 month plus 1 year contract.

b) Planning for a kerbside three month programme of checking yellow-lidded recycling bins for contamination (non-recyclables) is being finalised. The aim of this programme will be to further educate our community about good recycling practice and to reduce contamination rates (non-recyclables being deposited in recycling bins).

RECOMMENDATIONS

That the Committee:

a) Notes the Solid Waste Activity Report for the Quarter ended 30 June 2017.

BACKGROUND

3 The Solid Waste activity provides for effective collection, resource recovery and residual disposal in a way that protects public health, and minimises impact on the environment.

4 The Solid Waste activity includes:

a) Kerbside collection of waste and recycling for most urban and city residents and small businesses.

b) Disposal Facilities (landfill and transfer station) for waste and Resource Recovery Centre (recycling and reuse store) are provided for at Councils Green Island site. The Waikouaiti site has both a transfer station for waste disposal and recycling facilities. Middlemarch has a transfer station and a hosted community recycling drop off centre. Waste collected at the community transfer stations is then transferred to Green Island Landfill for landfill disposal. All recycling is sent to the Material Recovery Centre for sorting and transportation to recycling markets.

c) Public place recycling infrastructure and servicing is provided on the streets in the CBD and several satellite locations in the district.

d) Monitoring the state of the Council’s open and four closed landfills in accordance with conditions of consents.

e) Education programmes promoting “rethinking, reducing, reusing and recycling”, cleaner production and sustainable business practice.

DISCUSSION

Management of Solid Waste services

5 Kerbside collection services (refuse and recyclables) are carried out by Enviroway Ltd in urban Dunedin. Kerbside collection services in Middlemarch are carried out by a sub-contractor to Enviroway Ltd.

6 The management and operation of the Green Island landfill is carried out by Waste Management Ltd. The transfer stations and resource recovery centres at Waikouaiti and Middlemarch are managed by a sub-contractor to Waste Management Ltd.

7 Environmental monitoring and reporting of Councils active landfill at Green Island and five closed landfills; Waikouaiti, Middlemarch, Forrester Park, North Taieri and Sawyers Bay is conducted by GHD Ltd.

8 The collection of illegally dumped rubbish, empting of street litter bins, including recycling bins and Moray Place recycling facility, refuse (DCC bags) and recycling (cardboard) collection services in the CBD, are contracted to McCallum Street Sweeping Services Ltd.

Non-financial performance

Service

9 Number of complaints regarding missed collections after 4pm

10 Although there are some large variations month by month, the overall total number of complaints received for missed collections is down by 33 for the whole 2016/17 year compared to the 2015/16 year. This improvement could be due to improved communications regarding when collections may be missed due to adverse weather conditions. Or due to the decrease in the number of adverse weather conditions due to a milder winter period.

Value and Efficiency

11 Total waste collected and diverted.

12 Although the figures for June are not yet available it appears over the whole year the overall diverted material tonnage is about the same as the previous year. The higher volume of diverted material in March 2017 could be due to increased collections in the student quarter. The main changes in types of material are an increase in Glass, Cardboard, Plastic and Cans with a decrease in Paper.

Major initiatives

13 Waste Services Contracts – Three Waste Contracts: Landfill Environmental Monitoring and Reporting, Rural Transfer Stations and Rural Skip Day Services and Green Island Landfill and Transfer Station became operational on 1 July 2017. The handover has been smooth with minimal disruption to services recorded.

14 Staff are assisting the new contractor, Waste Management, with site and service familiarisation until they settle into a business as usual state. This has included activity providing feedback on developing site Health and Safety, Operations and Emergency Plans. An interim contract has been put in place with Waste Management for the Rural Transfer Stations and Rural Skip Day Services as more time was needed to conclude negotiations to the satisfaction of both parties recognising that the timeframe was tight.

15 City Recycling Facilities – Recyclables are being collected from the Moray Place Recycling Facility. The material being collection has been clean and free from contamination.

Total kilograms recycled at the Moray Place Recycling Facility

There has been one reported incident of illegal dumping at the site however, this turned out to be a business owner moving rubbish bags from the bottom of View Street to the recycling centre for collection. Staff have spoken to the business owner.

Non-compliant bags are still being deposited at the bottom of View Street by some residents in the area. Staff are planning a series of visits to this location over a two week period to record time bags appear and number of non-compliant incidence. This is to prepare for a survey of the community.

Staff will visit the area over a couple of evenings when it gets lighter, to speak about why it is important to use DCC rubbish bags, inform about collection times, give out bags for carrying recyclables to the facility and to obtain customer feedback on available services in the area.

16 City Cardboard Collection Kerbside – There are 25 safe locations for the kerbside collection of cardboard in the city and South Dunedin Shopping Precinct. The kerbside collection of cardboard has been removed from the busiest parts of George, Princes, Great King, Lower Stuart and King Edward Streets for both safety and city amenity reasons. Most businesses are using the collection points provided, there are a small number of businesses that aren’t and staff are following up with the business proprietors directly if known.

17 City Cardboard Collection Back of House – There are 24 back of house locations for cardboard collection services. This is a shared service model whereby business clusters agree to collaborate and DCC provides a cardboard collection bin and collection services to the host business. The agreement is supported by a Memorandum of Understanding and is working well for the most part. A couple of areas needed more capacity and additional bins were supplied in these locations.

18 Kerbside Recycling Bin Inspections - Residential kerbside recycling bin inspections began in early July. A 12 week trial aims to further reduce recycling bin contamination rates and minimise hazardous materials being deposited in recycling bins.

19 New bin tags, letters and communications are being developed which will identify issues and support good recycling practices i.e.; there will be an opportunity for residents with some recycling bin contamination to correct their recycling habits, residents who have been identified as good recyclers will receive a thank you from DCC and recycling bins that have clearly been identified as being used as rubbish bins or contain hazardous materials e.g. medical waste or soiled nappies will not be emptied. Recycling bins that continue being contaminated may be removed.

20 E-waste Recycling – Staff have identified improvements to promote and engage the community in greater e-waste recycling. Negotiations with Cargill Enterprises are underway to receive all e-waste from DCC drop off sites (currently the Rummage Reuse Store). This will include TV’s which have previously gone to another recycler in Christchurch and the introduction of a battery recycling service.

21 Organics Reduction – A joint DCC and FoodShare CBD food rescue programme was launched at the end of June. Participating food service businesses will display a window sticker showing their support for food rescue which is co-branded FoodShare supported by DCC.

22 Waikouaiti Closed Landfill and Transfer Station - A working group has been established and met for the first time in May to progress service and site improvements at Waikouaiti Transfer Station and Resource Recovery Centre. The remaining 2016/17 Capital budget has been carried over to support stage 1 improvements to site i.e. new booth, barriers and access to hygiene facilities. Further capital budget has been requested for the 2017/18 year for stage 2 improvements that aim to increase resource recovery at the site.

23 The final closure of Waikouaiti Landfill will take place towards the end of the calendar year as warmer weather is needed for major earthworks. Capping material for this project is available from another council project and this is being delivered to the site and stockpiled.

Capital projects

Name	Budget Full Year	Actual YTD
City Recycling Facilities	$0.00	$117,439.00
Waikouaiti Landfill Decommissioning	$100,000.00	$6,377.00
Waikouaiti Transfer Station	$100,000.00	$1,005.00
Recycling Wheelie Bins	$0.00	$71,934.00
Green Island Improvements to Final Cap	$183,500.00	$0.00
Compost for Final Cap	$32,600.00	$0.00
Green Island Landfill Gas Collection	$36,909.00	$342,891.00
Litter Bin Renewals	$0.00	$56,559.00
Green Island Landfill Renewals	$325,600.00	$70,905.00

24 Capital spend on City Recycling has been offset by reduced expenditure elsewhere in the budget. It includes all design, consultancy and additional materials i.e. collection bins and cardboard collection plaques for kerbside collection points. The Vogel Street Facility will be installed in late August/early September.

25 With the bulk stock of kerbside yellow-lidded wheelie bins now used there has been additional costs associated with the purchase of additional wheelie bins. These are to replace lost or damaged bins.

26 There will be an anticipated increase in capital spending in the coming financial year with the appointment of the Landfill Engineer within the Solid Waste team. Priorities are being set and improvement projects scoped.

OPTIONS

27 As this is an update report, there are no options.

NEXT STEPS

28 Areas of focus for the next quarter will be:

· Launching the kerbside yellow-bin bin checking recycling programme.

· Partnering with Cargill Enterprises to promoting e-waste recycling services and support for social enterprise in Dunedin. A launch date will be notified in the once negotiations have been concluded.

· Working with the University to model a ‘This is my Neighbourhood’ social awareness campaign. This follows on from concerns raised by residents living in the campus area about the level of broken glass, and litter on streets and pavements. The aim of this campaign is to make students more aware of other people that live, work, attend school and early childhood centres in the area.

· Scoping priority capital improvements for further plan development.

· Investigating options for increasing organic waste diversion; including food, garden, disposable nappies and compostable packaging. This review will determine what available services and facilities, cost and applicability to Dunedin. This information will inform a wider review of kerbside collection services.

Signatories

Author:

Catherine Irvine - Solid Waste Manager

Hayley Knight - Business Performance Coordinator/PA

Authoriser:

Chris Henderson - Acting Group Manager Water and Waste

Ruth Stokes - General Manager Infrastructure and Networks

Attachments

There are no attachments for this report. SUMMARY OF CONSIDERATIONS

Fit with purpose of Local Government

This decision relates to providing local infrastructure that is considered good-quality and cost-effective.

Fit with strategic framework

	Contributes	Detracts	Not applicable
Social Wellbeing Strategy	☒	☐	☐
Economic Development Strategy	☐	☐	☒
Environment Strategy	☒	☒	☐
Arts and Culture Strategy	☐	☐	☒
3 Waters Strategy	☐	☐	☒
Spatial Plan	☐	☐	☒
Integrated Transport Strategy	☐	☐	☒
Parks and Recreation Strategy	☐	☐	☒
Other strategic projects/policies/plans	☒	☐	☐

The solid waste activity supports the outcomes of a number of strategies.

Māori Impact Statement

There are no known impacts for tangata whenua.

Sustainability

The solid waste activity contributes positively to the environmental interests of the community through refuse and recycling collection at the kerbside and public places, educating and promoting environmentally sustainable behaviour and managing landfill and transfer station facilities.

LTP/Annual Plan / Financial Strategy /Infrastructure Strategy

The solid waste activity is included in the Long Term Plan.

Financial considerations

The updates reported are within existing operating and capital budgets.

Significance

This decision is considered of low significance under the Significance and Engagement Policy.

Engagement – external

As an update report no external engagement has been undertaken.

Engagement - internal

As an update report no internal engagement has been undertaken.

Risks: Legal / Health and Safety etc.

There are no identified risks.

Conflict of Interest

There are no identified conflicts of interest.

Community Boards

Not applicable.

Infrastructure Services and Networks Committee

14 August 2017

Parks and Recreation Activity Report for Year Ending 30 June 2017

Department: Parks and Recreation

EXECUTIVE SUMMARY

1 This report updates the Committee on Parks & Recreation operations, maintenance and capital works, including contracted out services.

2 Highlights for the quarter include:

· Awarding of Ecological and tracks maintenance contract to Upfront Environmental.

· The Department of Conservation committing to the shared Volunteer Coordinator resource for a further 12 months.

RECOMMENDATIONS

That the Committee:

a) Notes the Parks and Recreation Activity Report for the Quarter ending 30 June 2017.

BACKGROUND

3 The Parks & Recreation activity provides public access to pools, urban green space, sports fields and facilities, recreation and leisure opportunities and a botanic garden of international significance.

DISCUSSION

Management of Parks & Recreation Services

4 Council manages Moana Pool, Mosgiel Community Pool, Port Chalmers Community Pool, and St Clair Hot Saltwater Pool. The pools support casual swimming, professional swimming coaching, and learn-to-swim programmes.

5 Moana Pool is open year round, with additional services including: crèche, hydroslides, gym, physiotherapy, massage, and a retail shop. Mosgiel Community Pool is open seven months of the year and both Port Chalmers Community Pool and St Clair Hot Saltwater Pool are open for six months of the year. In addition, the Council provides grants for the community pool at Middlemarch, Moana Gow Pool and a number of school pools.

6 The Botanic Garden has 19 themed-garden collections and an aviary and is graded as a Garden of International Significance by the NZ Gardens Trust.

7 Council manages a wide range of open spaces providing parks and recreation facilities, for both organised and casual use including playgrounds, sports fields, cemeteries, parks and walkways. The maintenance of these spaces is contracted out, with Council staff overseeing operations including formal and informal lease/use arrangements, and the development and implementation of policies and plans relating to parks and recreation.

Non-financial performance

Value and Efficiency

Sports Facilities Bookings

8 Bookings maintained a consistent trend comparative with the previous financial year, with an increase in bookings in May attributed to University semester timing and sports code scheduling. The decrease in June reflects poor weather and the University break.

Visitor Numbers at Moana Pool

9 Visitor numbers at Moana Pool were consistent with the previous year. Staff have estimated the missing visitor numbers for November (reported previously) through analysing till receipts and taking a monthly average of pool entries across the year.

Total Burials at all Cemeteries

10 Cremations have continued the expected trend with the opening of the Hope and Sons Ltd facility. Options for future service delivery are being evaluated.

Volunteer Contribution

Month	Number of Volunteers	No. of Hours	Cost equivalent
November 16	18	45	$1,265.40
December 16	15	88	$2,474.56
January 17	34	160	$4,494.20
February 17	75	142	$3993.04
March 17	30	281	$7901.72
April 17	82	441.5	$12,414.98
May 17	68	315	$8,857.8
June 17	47	272	$7,648.64

11 The measured contribution of volunteers dedicating time to the Dunedin’s recreation space is steadily rising. The increase is in part a function of active engagement and activation of volunteers through the joint Department of Conservation (DOC) and DCC Volunteer Co-ordinator.

12 Other established volunteer groups such as the Green Hut Track Group are beginning to formally report on their activities also. Volunteer activities included habitat restoration and beautification projects.

Major Initiatives

New Contracts

13 During the year to date a significant focus has been on the introduction of new contracts. The Ecological and Track Maintenance contracts were awarded at the end of June. The Pest Control contracts will be awarded in the first quarter of 17/18 following the evaluation of tenders.

Aramoana Wharf Removal

14 Staff met with DOC officers in May to discuss the draft concession. Design, access, mitigation of environmental effects and location were the areas identified as requiring further work before a final concession will be lodged. Staff are working with the Trust to assist in finalising the application before submission.

15 Engagement with key stakeholders groups is on-going.

Logan Park Redevelopment Plan

16 Staff have engaged Boffa Miskell as specialist recreation planning consultants to deliver a concept plan for the Logan Park Redevelopment. Engagement and input from a range of stakeholders has begun and a staged and costed detailed design will be complete by October.

Predator Free Dunedin Memorandum of Understanding

17 Staff have been working with conservation groups in the greater Dunedin community to support the establishment of “Predator Free Dunedin”. Predator Free Dunedin is working under the Government led Predator Free 2050 programme to rid Dunedin of damaging introduced species.

18 The Dunedin City Council is part of a Memorandum of Understanding recognising the collaborative approach to developing a city wide Predator Free Dunedin Management Plan that aligns with the national Predator Free 2050 target.

19 Staff are working with Predator Free Dunedin to create a scoping report, examining how pest operations could be carried out. The scoping report will tie in with the pest control plan.

Town Belt Education Initiative

20 Funding was secured for the implementation of the Dunedin Town Belt Education Initiative for 2017/18. The Initiative is a collaborative education model, designed to provide schools with the tools and resources to use the Town Belt as a context for education.

21 A Strategic Leadership Group (SLG) will provide governance for the Initiative and is composed of: The Department of Conservation (DOC) Dunedin City Council (DCC), Te Rūnanga o Ōtākou, Kāti Huirapa Runaka ki Puketeraki, Te Rūnanga o Ngāi Tahu, Dunedin Amenities Society, representatives from role model schools, University of Otago, Toitu, Chamber of Commerce and Predator Free Dunedin.

22 The SLG will employ an Education Coordinator who will work with the SLG, teachers, students and community to deliver the initiative on the ground. 10 schools ranging from early childhood centres to high school have agreed to be a part of the pilot. The aim is for teachers to use the Town Belt as an external classroom. The Initiative is designed to be scalable so that more schools and other areas can be involved.

Volunteer Projects

23 The Department of Conservation has confirmed its commitment to the shared Volunteer Projects Facilitator with funding continuing for 2017/18 financial year.

24 The trail crew volunteer work programme, which supports community groups with track works has expanded during the quarter, and now has 150 members. In May, the work was expanded to include DCC tracks in addition to DOC tracks.

25 Development of a joint salt marsh restoration project at Purakaunui estuary is underway with DOC, DCC, student groups, and Purakaunui iwi. The project has received biodiversity funding.

Magical Playground

26 The Magical Playground has had 467 visits with a total of 187 game sessions since December. GeoAR Games has released a new version of the app and there are now three games to choose from: Augmentia, Prehistoria and AlienScape. Challenges with the game have been device compatibility and weather, with winter having a significant impact on user numbers.

27 The license will finish in December and a decision to renew or change locations will be made after consultation with the local community.

Capital Projects

Name	Budget	Actual (to date)	Status
Ocean Beach Remedial Works	$0 – approved overspend	$659,000	Complete
Warrington Domain Toilet Upgrade	$50,000	$50,803	Complete
Botanic Garden - Glass House Demolition and Site Reinstatement	$84,000	$60,452	Complete
Botanic Garden Duck Pond Pier	$42,000	$40,639	Complete
Baldwin Street Toilet	$100,000	$177,300	Complete
Mosgiel East Playground Development	$39,800	$44,425	Complete

Asset Renewals

Name	Budget	Actual (to date)
Cremator Refractory Refurbishment	$70,000	$71,000	Complete
Tahuna A&P Building Asbestos Removal and Re-roof	$55,000	$45,612	Complete
University 4 and 5 Field Refurbishment	$205,000	$417,055	Complete
Sims Building Refurbishment	$450,000	$189,093	Underway
Tahuna Park Pavillion and Grandstand Re-roof	$285,000	$152,343	Underway
Mosgiel Gym Roof Renewal	$116,000	$104,206	Complete

Ocean Beach

28 Staff have continued to monitor the performance of the geotextile tubes at Ocean Beach. Since the installation in July 2016, rocks have been cleared and additional sand placed in front of the structures. A sand stockpile at Ocean Beach is available if sand levels drop in front of the coastal protection structures during storms.

Highland Park

29 The development of Highland Park has been let, with work including contouring, fitness circuit, playground, paths and planting.

Mosgiel Pool

30 The Taieri Community Facilities Trust (the Trust) finished consultation on two sites in the Memorial Gardens area at the end of February, with Council confirming preference for the existing site in April 2017. The Trust has developed a fundraising committee to drive fundraising efforts.

All Weather Sports Turf

31 Staff are working with Football South to progress the design and build of the all-weather artificial sports turf at Logan Park. This project will run parallel with the Logan Park Redevelopment Plan.

Freedom Camping

32 Based on the decision made by Council, staff have begun the Special Consultative Process to review future options for freedom camping in the city. This process provides the public with three options:

· Option 1 – proposed option – to limit freedom camping to certified self-contained vehicles only

· Option 2 – Status quo with added measures

· Option 3 -Identifying and adding more locations for unrestricted freedom camping

33 Hearings will be held at the end of August.

Moana Pool

34 Moana Pool staff have revised the Pool Alone policy, with effect from 24 July. The changes include increasing the age children need to be actively supervised from 8 years old to 10, which results in an increase in the age a child can be left unaccompanied at the pool to 10 years old. This change brings Moana in line with other pools around the country and it is hoped that this will decrease the amount of wet rescues.

Renewals

35 In February all asbestos cladding was removed from the Tahuna Pavillion Building. Following the removal of all asbestos the structure of the building was assessed and all deficiencies were corrected and a new roof installed.

36 Work to remove asbestos cladding from the Sims Building was substantially complete at the end of March. There is a remaining portion of asbestos buried behind the building in unstable ground and the remaining structure has been assessed as earthquake prone. Staff are developing options for the site.

37 Work to establish bulk storage bays for fertiliser and mulch at Tahuna began during the quarterand is expected to be complete by mid-August 2017.

OPTIONS 38 As this is an update report, there are no options.

NEXT STEPS

Areas of focus for the next quarter (1 July – 30 September) will be:

39 Completing the freedom camping special consultative process and presenting the findings to the Bylaw Subcommittee will be carried out in August.

40 Completing the review of Fees and Charges for Parks and Recreation.

41 Presenting the Parks and Recreation Strategy and two Action plans for approval at the Infrastructure Services and Network Committee on 14 August 2017.

42 Establishing a base level of service across the network of DCC tracks following a DOC audit.

43 Completing a safety and condition audit of mountain biking tracks on Council land.

44 Working with Otago Hockey Association and Kings High School on funding applications for the artificial hockey turf.

Signatories

Author:

Mitchell Turner - Business Performance Coordinator

Authoriser:

Jendi Paterson - Recreation Planning and Facilities Manager

Ruth Stokes - General Manager Infrastructure and Networks

Attachments

There are no attachments for this report.

SUMMARY OF CONSIDERATIONS

Fit with purpose of Local Government

This decision relates to providing local services and infrastructure that is considered good-quality and cost-effective.

Fit with strategic framework

	Contributes	Detracts	Not applicable
Social Wellbeing Strategy	☒	☐	☐
Economic Development Strategy	☒	☐	☐
Environment Strategy	☒	☐	☐
Arts and Culture Strategy	☒	☐	☐
3 Waters Strategy	☐	☐	☒
Spatial Plan	☐	☐	☒
Integrated Transport Strategy	☒	☐	☐
Parks and Recreation Strategy	☒	☐	☐
Other strategic projects/policies/plans	☒	☐	☐

The parks and recreation activity supports the outcomes of a number of strategies.

Māori Impact Statement

There are no known impacts for tangata whenua.

Sustainability

The Parks and Recreation activity promotes the social and environmental interest of the community by providing venues and support for sporting and leisure activity and provides garden and open green space that promotes the environmental and social interests of the community.

LTP/Annual Plan / Financial Strategy /Infrastructure Strategy

The parks and recreation activity is included in the long term plan

Financial considerations

The updates reported are within existing operating and capital budgets

Significance

This decision is considered of low significance under the Significance and Engagement Policy.

Engagement – external

As an update report no external engagement has been undertaken.

Engagement - internal

As an update report no internal engagement has been undertaken.

Risks: Legal / Health and Safety etc.

There are no identified risks.

Conflict of Interest

Not applicable

Community Boards

Not applicable

Infrastructure Services and Networks Committee

14 August 2017

Parks and Recreation Strategy

Department: Parks and Recreation

EXECUTIVE SUMMARY

1 The purpose of this report is to seek Infrastructure Services and Networks Committee recommendation to Council that the Parks and Recreation Strategy (2016-2026) including the Sport and Recreation Action Plan and the Open Space Action Plan, is adopted at the Council meeting on 29 August 2017.

2 The Parks and Recreation Strategy (the Strategy) is the final Strategy to be developed as part of the Dunedin City Council’s Strategic framework. In August 2016 the Community and Environment Committee endorsed the draft Strategy for community consultation. The consultation period ended on 16 December 2016.

3 Feedback received throughout the consultation period was generally in support of the approach and direction outlined in the Strategy. Staff have subsequently collated and summarised the feedback (Attachment B), which has resulted in minor changes being made to the Strategy. Staff also continued to seek input from key stakeholders on the development of the Strategy.

4 It is recommended that the Infrastructure Services and Networks Committee approve the amended Strategy (Attachment A) for Council adoption. Following adoption, staff will proceed with finalising and publishing the Parks and Recreation Strategy Document and developing the Parks and Recreation Strategy implementation plan (the Plan).

5 The Plan will be used to inform the development of the Parks and Recreation Departments three year (2017-2020) work programme. Staff will regularly update the Infrastructure Services and Networks Committee on the implementation of the Strategy as part of the Parks and Recreation Groups Quarterly Report.

RECOMMENDATIONS

That the Committee:

a) Recommends to Council that the Parks and Recreation Strategy (2016-2026), including the Sport and Recreation Action Plan and Open Space Action Plan, is adopted at the 29 August 2017 Council meeting.

BACKGROUND

6 Staff reported a draft Strategy for endorsement to proceed with community consultation to the Community and Environment Committee in August 2016. The Strategy is the final component required to complete the Dunedin City Council’s Strategic framework, which comprises eight key strategies.

7 Moved (Cr Jinty MacTavish/Cr Kate Wilson): that the Committee:

a) Asks staff to add reference to areas of overlap with, or that reference other strategies e.g.

i) Cycling initiatives from Integrated Transportation Strategy

ii) Pest Control from Environment Strategy

iii) Events in Arts and Culture Strategy

b) Approves the draft Parks and Recreation Strategy (2016-2026), as amended, including the Sport and Recreation Action Plan and Open Space Action Plan for community consultation, subject to minor editorial amendments.

c) Notes staff to report back following community consultation to Infrastructure Services and Networks Committee in December 2016.

Motion carried (CE/2016/031) with Cr Vandervis voting against

8 Community consultation on the draft strategy ran from November 14 2016 – December 2016. Between August 2016 and November 2016, staff addressed the request by the Committee that the draft Strategy add reference to overlap with other strategies, completed the graphic design (including infographics, logos and images) of the document and published in a format suitable for consultation. A consultation summary pamphlet was also produced.

9 Consultation methods included:

a) distribution of hard copies, posters and feedback forms available at Council facilities and to key stakeholder organisations including Department of Conservation, Sport Otago, Otago Regional Infrastructure Services and Networks Committee, Sport New Zealand and Forest and Bird.

b) a series of ‘pop up events’ at Council facilities, including libraries and local pools.

c) emails and PDF copies of the document to community networks and stakeholders.

d) promotion of the strategy and the opportunity to provide feedback both online and in print, including the Otago Daily Times, Facebook and the Dunedin City Council website.

e) a survey of The Dunedin People’s Panel

10 Over 100 submissions from members of the public and stakeholder organisations were received. Stakeholders included the Otago Regional Council, Sport Otago, Department of Conservation, Volunteering Otago, Kāi Tahu, Forest and Bird, Sport New Zealand, Otago Regional Infrastructure Services and Networks Committee, NZTA, Halberg Disability Sport Foundation and Enterprise Dunedin.

11 Council also received 187 responses via the People’s panel.

DISCUSSION

12 Following the end of the consultation period, staff collated and summarised the feedback received. The feedback was generally in support of the Strategy, with the majority of comments from both the wider community and stakeholders supporting the vision, goals, priorities and actions of the Strategy.

13 A number of comments commended the Council on the development of a holistic, comprehensive and clearly written Strategy. There was strong support for the theme of improving accessibility to parks and open spaces throughout the Strategy and for the Strategy’s efforts to balance recreation with protection of flora and fauna.

14 Feedback that suggested additions/amendments to the strategy, focused primarily on the actions within the Parks and Open Space Action Plan and the Sport and Recreation Action Plan.

15 There were also a number of requests from organisations, over and above the stakeholders already involved, to be actively engaged in the ongoing implementation of the Strategy.

16 Staff collated and reviewed all feedback and identified seven key themes which have been given more emphasis throughout the strategy:

a) being active also includes leisure activities and pastimes, not only physical activity

b) the value of a connected network of parks, open spaces, tracks and walkways to the community

c) the contribution of parks and recreation to the tourism industry

d) the benefit of parks, recreation and activity to health and wellbeing

e) improving Dunedin’s playgrounds and play spaces, including creating new destination playgrounds and natural play areas

f) the value of neighbourhood facilities, activities and recreation to the local community

g) broaden the people and organisations Council will work with to achieve the actions in the action plans

17 Six submitters considered that the Strategy goes beyond people being more active, more often and that the Vision statement should be amended to reflect this. A broader definition of active was also a theme throughout the feedback relating to the Action Plans.

18 It is therefore recommended that the Parks and Recreation Vision statement be amended to ‘‘Dunedin’s communities are more active, more often, spending more time enjoying a connected and valued network of facilities, parks and open spaces’’

19 The other proposed changes to the document relate primarily to the actions within the action plans. A summary of feedback received and the proposed changes is attached (Attachment B).

Monitoring and Review of the Action Plans

20 The Strategy and supporting action plans include measures to monitor progress against the priorities set out in the Parks and Recreation strategic framework.

21 There was overall support for the measures, however a number of submitters considered that there needed to be a more specific biodiversity measure in relation to Objective 3 ‘Our Parks, natural landscapes, flora and fauna are treasured by the community’.

22 Staff have considered this comment in the context of the wider Councils’ strategic framework and consider that biodiversity monitoring and measuring is sufficiently addressed within the Environment Strategy.

23 There was support for the establishment of a Dunedin Parks and Open Space Forum to enables external stakeholders and public sector partners to share ideas and collaborate to deliver the Open Space Action Plan and monitor its progress.

24 Similarly, there was support for a leadership group with representation from across the sport and recreation sector to sponsor implementation of the Sport and Recreation Action Plan and monitor its progress on behalf of the sector.

25 The Forums will establish a monitoring and evaluation framework for the actions based on the measures in this plan. Initiatives will be regularly monitored during delivery and roles and responsibilities for actions reviewed at least annually to respond to any changing circumstances.

Implementation Plan

26 To enable the implementation of the Strategy, staff have begun to develop an implementation plan (the Plan) based on the action plans within the strategy.

27 The Plan will identify priorities, phasing and required resource to ensure successful delivery and implementation of the Strategy over the next three years. The Plan will form the basis of a three year work programme (2017-2020) for the Parks and Recreation Group.

28 Staff will regularly update the Infrastructure Services and Networks Committee on the implementation of the Strategy as part of the Parks and Recreation Groups Quarterly Report.

29 Where the implementation plan identifies new initiatives, outside of the Parks and Recreation Group’s current work programme and requires additional operational and/or capital budgets these will be considered separately and as part of the Long Term Plan (2018-2028).

OPTIONS

Option One – Recommended Option

30 The Infrastructure Services and Networks Committee recommends to the Council that the Parks and Recreation Strategy (2016-2026), including the Sport and Recreation Action Plan and Open Space Action Plan, is adopted at the 29 August 2017 Council meeting.

Advantages

· Aligns with the expectations of the key stakeholders and community who have provided input and feedback into the direction and approach of the Strategy.

· Enables the completion of the Dunedin City Council’s Strategic Framework, as the Parks and Recreation Strategy is the last of the eight strategies to be developed.

· Enables the actions to be incorporated into the Parks and Recreation Group’s work programme, setting a clear direction for future planning, development and management of Dunedin’s parks and recreation facilities and assets.

Disadvantages

· There is a potential future ongoing operational and cost implication to implement the actions identified within the Strategy.

Option Two – Status Quo

31 The Infrastructure Services and Networks Committee do not recommend to Council that the Parks and Recreation Strategy (2016-2026) including the Sport and Recreation Action Plan and Open Space Action Plan, is adopted by Council.

Advantages

· No potential for future ongoing operational and cost implications

Disadvantages

· Does not meet community and stakeholder expectations

· Delays the completion of the Dunedin City Council’s Strategic Framework

· Delays the incorporation of the actions into the Parks and Recreation Group’s work programme, presenting planning, policy and operational risk to the organisation and its reputation.

NEXT STEPS

32 Following adoption of the Strategy by Council, staff will proceed with finalising and publishing the Parks and Recreation Strategy Document.

33 Staff will also initiate the establishment of the Parks and Open Spaces Forum and the Sport and Recreation Forums, aiming to convene the first meeting in September 2017. Staff will use these Forums to develop the Parks and Recreation Strategy Implementation Plan.

34 Staff will regularly update the Infrastructure Services and Networks Committee on the implementation of the Strategy as part of the Parks and Recreation Groups Quarterly Report.

Signatories

Author:

Rachael Eaton - Senior Recreation Planner

Authoriser:

Jendi Paterson - Recreation Planning and Facilities Manager

Ruth Stokes - General Manager Infrastructure and Networks

Attachments

	Title	Page
a	Parks and Recreation Strategy 2016 -2026	48
b	Summary of Community Consultation Feedback	93

SUMMARY OF CONSIDERATIONS

Fit with purpose of Local Government

The Parks and Recreation Strategy will assist the Council to meet the current and future needs of the Dunedin community for good quality and cost-effective local infrastructure, local public services and regulatory functions.

Fit with strategic framework

	Contributes	Detracts	Not applicable
Social Wellbeing Strategy	☒	☐	☐
Economic Development Strategy	☒	☐	☐
Environment Strategy	☒	☐	☐
Arts and Culture Strategy	☒	☐	☐
3 Waters Strategy	☒	☐	☐
Spatial Plan	☒	☐	☐
Integrated Transport Strategy	☒	☐	☐
Parks and Recreation Strategy	☒	☐	☐
Other strategic projects/policies/plans	☒	☐	☐

The Parks and Recreation Strategy identify the recreational priorities and goals for the City’s strategic framework and sets a clear direction that will inform the Council’s projects, policies and plans.

The Strategy also contributes to the Council’s existing strategies and plans.

Māori Impact Statement

Staff consulted with Kāi Tahu in the early development of the Strategy. Further consultation has occurred during the development of the Implementation Plan.

Sustainability

The Strategy incorporates the principles of sustainability of open space and recreation assets, and articulates the Council’s environmental sustainability goals and priorities.

LTP/Annual Plan / Financial Strategy /Infrastructure Strategy

The development of the Strategy is consistent with the Long Term Plan and has no implications for the Annual Plan, Financial or Infrastructure Strategy.

Financial considerations

Any costs associated with the development of the Strategy and Plans has been met from existing budgets. Financial implications of potential initiatives identified in the Implementation Plan will be assessed at the time of development.

Significance

This decision is considered to be of low significance under the Significance and Engagement Policy.

Engagement – external

Staff have engaged with a number of key stakeholders during the development of the draft strategy. This includes the Otago Regional Council, Sport Otago, Department of Conservation, Kāi Tahu, Forest and Bird and Sport New Zealand. There has been significant support from these stakeholders of the proposed approach and direction set out in the Strategy and supporting Action Plans.

Engagement - internal

Feedback and input was sought on the Strategy via a variety of meetings and briefings across Council departments including Transport, Policy, Events and Community Development and with the Strategy Advisory Group.

Risks: Legal / Health and Safety etc.

There are no known risks.

Conflict of Interest

There are no conflicts of interest.

Community Boards

Community Boards will be engaged in implementation of the Strategy, as appropriate.

Infrastructure Services and Networks Committee

14 August 2017

Proposal to name a new road off Riccarton Road East

Department: Digital Services

EXECUTIVE SUMMARY

1 The purpose of this report is to present the options for the naming of a new road off Riccarton Road East as part of a residential development by AKGO Limited.

2 The developer's preference of road name complies with the Dunedin City Council Road Naming Policy, however, the use of the preferred suffix "Wynd" is not recommended.

RECOMMENDATIONS

That the Committee:

a) Decides that the proposed road name “Wakefield Wynd” not be approved.

b) Approves the use of ‘Wakefield’ for the name of the new road.

c) Decides that the appropriate suffix for the new road is (Close / Place / Road / Way).

d) Notes that the Road Naming Policy will be updated to reflect the Australian and New Zealand Rural and Urban Addressing Standards (AS/NZS 4819:2011).

BACKGROUND

3 A 17 lot residential subdivision has been approved for 50 and 54 Riccarton Road East. This subdivision will be serviced by a new road that will vest in Council. The development is now at the stage the developer wishes to name the new road.

4 At its meeting of 14 June 2017 the Mosgiel Taieri Community Board considered a report on the naming of the new road within the subdivision. The board recommended that the Infrastructure Services and Networks Committee not approve the application to name the new road "Wakefield Wynd".

DISCUSSION

5 The Developer has proposed “Wakefield Wynd” as their preferred name for this new road. No alternative names have been provided by the developer.

6 ”Wakefield” was chosen as a reference to Edward Gibbon Wakefield (1796-1862). Wakefield believed many of the social problems of Britain where due to overcrowding and overpopulation and he saw emigration as a way of solving this problem. He was involved schemes to settle both Canada and Australia before becoming a director of the New Zealand Company in 1838. By the end of 1839 he had dispatched nine ships to New Zealand. The company established settlements at Wellington, Nelson, Wanganui and Dunedin. In 1843 the company issued a prospectus for the sale of 48,000 hectares in a new settlement called New Edinburgh at an undetermined location. In January 1844 a 160,000 hectare block was selected around Otago Harbour. The company worked with the Free Church of Scotland and the first settlers sailed in November 1847. Wakefield was heavily involved in the early settlement of much of New Zealand. In January 1853 Wakefield arrived in New Zealand. Initially landing in Christchurch, he soon relocated to Wellington. Here he was elected to Parliament for Hutt, holding the seat until he resigned in 1855. He died in Wellington in 1862 and is buried in the Bolton Street Cemetery.

7 The name "Wakefield" fits the appropriateness criteria of the Road Name Policy by use of a personal name for special service.

8 The name "Wakefield" is not the same or similar to any other road name in Dunedin.

9 The suffix Wynd is frequently encountered in towns in Scotland and Northern England. It derives from Old Norse Venda (to turn) implying a turning off a main street. The old town of Edinburgh had many wynds, until 19^th century improvements led to them being widened and renamed “streets”.

10 Currently “Wynd” appears to have been used only once in New Zealand, and has not been used previously within the boundaries of the Dunedin City Council district. A “Wynd” is defined as "a narrow lane between houses."

11 Acceptable road type names are specified within the Australian and New Zealand Rural and Urban Addressing Standards (AS/NZS 4819:2011). The purpose of the addressing standard is to assign addresses that can be readily and unambiguously identified and located. The standard is intended for use by those agencies responsible for creating addresses, such as Councils, where the addressing authorities enable them to propose addresses and name roads. Wynd is not listed within this standard. While the standard does not prohibit the use of names that are not listed, the use of the suffix "Wynd" is a departure from existing naming protocols and practices.

12 Wynd is not considered to be a suitable description for a public road of normal width as its meaning does not match the physical appearance or actual use of the road. Additionally, the introduction of a new suffix description that the general public are not familiar with may cause confusion around what “Wynd” means, how it is pronounced and how it is spelled. These factors would indicate it is not the most appropriate choice, and the Committee may choose not to support the developer's proposal.

13 The Regional Manager and Group Controller of Emergency Management Otago advised Council officers it does not support the use of the suffix “Wynd” (as in Wakefield Wynd) as the suffix is potentially confusing and they have a strong preference for clarity as any confusion during a response, be it emergency services or a wider local emergency situation, can put people at unnecessary risk.

14 A Senior Sergeant of NZ Police confirmed any confusion around road naming can lead to a delay in emergency response.

15 Land Information New Zealand (LINZ) initially advised that they were strongly opposed to the use of Wynd and would petition the Governor General to have the road renamed. Council staff later received further advice that LINZ have withdrawn their opposition.

16 The developer has been advised that the application to use the suffix "Wynd" is not supported by staff. At the time of writing this report no alternative road name or suffix has been suggested by the developer.

OPTIONS

17 The road name "Wakefield" complies with the road naming policy. The name Wakefield is recommended for use but the suffix Wynd is not. As the developer has not provided an alternative name the Infrastructure Services Committee has the delegation to amend or decline the road name proposed. Where the Committee wishes to amend the proposed name, the resolution of the matter shall be left on the table to enable the amendment to be checked for compliance with the road naming policy and to obtain the agreement of the proposer of the name.

18 The road which is to be named is a relatively short, standard width cul de sac. Using the Australian/New Zealand Standard any of the following road types could be used as an appropriate suffix:

a) Close – Short enclosed roadway

b) Place – Short, sometimes narrow, enclosed roadway

c) Road – Open roadway primarily for vehicles

d) Way – short enclosed roadway

19 Council staff recommend using one of the Australia New Zealand approved suffixes such as those listed above.

NEXT STEPS

20 Should the committee accept the recommendation and decide on an alternative suffix for the road name staff will contact to the developer to obtain agreement for the new name. The naming process can then be completed.

21 Through this process it was discovered that the DCC Road Naming Policy incorrectly used name suffixes from a list supplied by New Zealand Post. The Policy will need to be reviewed to refer instead to the Australia and New Zealand Rural and Urban Addressing Standards (AS/NZS 4819:2011). The Policy Review will be submitted for the Infrastructure Services Committee meeting of 14 August 2017.

Signatories

Author:

Bruce Hall - Information Support

Authoriser:

Richard Saunders - Group Manager Transport

Tracey Tamakehu - Chief Information Officer

Attachments

	Title	Page
a	Site Plan	106

SUMMARY OF CONSIDERATIONS

Fit with purpose of Local Government

This proposal relates to providing local infrastructure and it is considered good-quality and cost-effective.

Fit with strategic framework

	Contributes	Detracts	Not applicable
Social Wellbeing Strategy	☐	☐	☒
Economic Development Strategy	☐	☐	☒
Environment Strategy	☐	☐	☒
Arts and Culture Strategy	☐	☐	☒
3 Waters Strategy	☐	☐	☒
Spatial Plan	☐	☐	☒
Integrated Transport Strategy	☒	☐	☐
Parks and Recreation Strategy	☐	☐	☒
Other strategic projects/policies/plans	☒	☐	☐

This is an administrative function.

Māori Impact Statement

There are no known impacts for tangata whenua.

Sustainability

There are no implications for sustainability.

LTP/Annual Plan / Financial Strategy /Infrastructure Strategy

There are no implications.

Financial considerations

There are no financial implications.

Significance

The significance of the decision is low.

Engagement – external

There has been engagement with the developer, Land Information New Zealand, Civil Defense and Emergency Services.

Engagement - internal

There has been no internal engagement.

Risks: Legal / Health and Safety etc.

The Regional Manager and Group Controller of Emergency Management Otago has stated that the suffix “Wynd” (as in Wakefield Wynd) is potentially confusing and they have a strong preference for clarity as any confusion during a response, be it emergency services or a wider local emergency situation, can put the community at unnecessary risk.

Conflict of Interest

There are no conflicts of interest.

Community Boards

The road is wholly within the Mosgiel Taieri Community Board. The Board have recommended to the Committee that the application to for Wakefield Wynd not be supported.

Infrastructure Services and Networks Committee

14 August 2017

Proposal to Name a New Private Way off Glendermid Close, Sawyers Bay.

Department: Digital Services

EXECUTIVE SUMMARY

1 The purpose of this report is to present the options for the naming of a new private way off Glendermid Close as part of a residential development by Sawyers Bay Ridge Limited. The developer's preference of road name complies with the Dunedin City Council Road Naming Policy.

RECOMMENDATIONS

That the Committee:

a) Approves the naming of a new private way off Glendermid Close as "Goddards Way".

BACKGROUND

2 A 13 lot residential subdivision has been approved for 20A Fairview Terrace. This subdivision will be serviced by a new private way off Glendermid Close. The development is now at the stage the developer wishes to name the new road.

DISCUSSION

3 The Developer has proposed "Goddards Way" as their preferred name for this new private way. No alternative name has been suggested.

4 The Goddard family owned this land from 1946 until 2005 and used it as a market garden until 2013. The Goddard family were prominent in the community as market gardeners for more than 60 years, and during that time employed many local residents to harvest crops. The family still resides in Sawyers Bay.

5 The name "Goddards" fits the appropriateness criteria of the Road Name Guidelines by use of an historical person (or in this case family).

6 The name "Goddards" is not the same or similar to any other road name in Dunedin.

7 The family has been contacted and given their permission for the name to be used in this manner.

8 The road name "Goddards" complies with the road naming policy.

9 The West Harbour Community Board supported the proposed road name at their meeting on 19 July 2017.

OPTIONS

10 As the name complies with the policy no options other than the recommendation have been presented.

NEXT STEPS

If the recommended name is approved, staff will process the required documentation and advise the developer and Land Information New Zealand of the new road name

Signatories

Author:

Bruce Hall - Information Support

Authoriser:

Richard Saunders - Group Manager Transport

Tracey Tamakehu - Chief Information Officer

Attachments

	Title	Page
a	Location Map	110

SUMMARY OF CONSIDERATIONS

Fit with purpose of Local Government

This proposal relates to providing local infrastructure and it is considered good-quality and cost-effective.

Fit with strategic framework

	Contributes	Detracts	Not applicable
Social Wellbeing Strategy	☐	☐	☒
Economic Development Strategy	☐	☐	☒
Environment Strategy	☐	☐	☒
Arts and Culture Strategy	☐	☐	☒
3 Waters Strategy	☐	☐	☒
Spatial Plan	☐	☐	☒
Integrated Transport Strategy	☒	☐	☐
Parks and Recreation Strategy	☐	☐	☒
Other strategic projects/policies/plans	☒	☐	☐

This is an administrative function.

Māori Impact Statement

There are no known impacts for tangata whenua.

Sustainability

There are no implications for sustainability.

LTP/Annual Plan / Financial Strategy /Infrastructure Strategy

There are no implications.

Financial considerations

There are no financial implications.

Significance

The significance of the decision is low.

Engagement – external

There has been engagement with the developer.

Engagement - internal

There has been no internal engagement.

Risks: Legal / Health and Safety etc.

There are no risks.

Conflict of Interest

There are no conflicts of interest.

Community Boards

The private way is wholly within the West Harbour Community Board. The Board supports the proposed road name.

Infrastructure Services and Networks Committee

14 August 2017

Proposal to name a new private way off Brighton Road, Waldronville.

Department: Digital Services

EXECUTIVE SUMMARY

1 The purpose of this report is to present the options for the naming of a new private way off Brighton Road, Waldronville as part of a residential development by Sawyers Bay Ridge Limited. The developer's preference of road name complies with the Dunedin City Council Road Naming Policy.

RECOMMENDATIONS

That the Committee:

a) Approves the naming of a new private way off Brighton Road as “Catalina Lane”.

BACKGROUND

2 An 11 lot residential subdivision has been approved for 275 Brighton Road. This subdivision will be serviced by a new private way off Brighton Road. The development is now at the stage the developer wishes to name the new private way.

3 The developer has proposed “Victor Lane” as his preferred name and “Vickers Lane”, Catalina Place” and “Hawker Lane” as alternatives

DISCUSSION

4 Road names in Waldronville follow a theme. They are named after aircraft and more specifically aircraft in service in the 1950’s.

5 “Victor Lane” is named for the Handley Page Victor, a British jet powered strategic bomber that first flew in 1952 and entered service in 1958. It was the third and final RAF V-bomber (the other two being the Avro Vulcan and the Vickers Valiant, both already used for road names in Waldronville). Originally a nuclear armed bomber it was retired from this role in 1968, and subsequently used for strategic reconnaissance and aerial refuelling. The last Victor was retired in 1993. The name "Victor" is not the same as any other road name in Dunedin. However it is similar to Victoria Road, Victoria Street (2) and Victory Place.

6 “Vickers Lane”. Vickers Limited began manufacturing aircraft in 1911 and merged with Armstrong Whitworth in 1927 to form Vickers-Armstrong. This was absorbed into the British Aircraft Organisation in 1960. As the name of an aircraft manufacturer it must be discounted as it does not fit the theme.

7 “Catalina Place”. Named for the Consolidated PBY Catalina, an amphibian/flying boat. First flown in 1935 it was retired by the US Navy in 1957 and by the Brazilian Air Force in 1979. It was used in many roles including maritime reconnaissance, air/sea rescue and anti-submarine warfare. More than 3300 were built and several dozen still fly, mostly for aerial firefighting. It is not the same or similar to any other name in Dunedin.

8 “Hawker Lane”. Named for the Hawker Aircraft Corporation (later Hawker Siddeley). This aircraft manufacturer built aircraft between 1920 and 1963. Similar to Hawk Lane (Roslyn and St Leonards). As the name of an aircraft manufacturer it must be discounted as it does not fit the theme.

9 The names "Victor" and “Catalina” fit the appropriateness criteria of the Road Name Guidelines by use of common or established theme.

10 Section 5.1 of the Road Naming Policy states:

a) "5.1 New road names shall not be the same as, or similar to, existing road names within the City".

11 This would mean “Victor Lane” may need to be discounted as being too similar to Victoria Road, Victoria Street (2) and Victory Place.

12 The Saddle Hill Community Board considered a report on the naming of this road at their meeting on 13 July 2017. The Board supported naming the road “Catalina Lane” which is a minor amendment to the option proposed by the developer.

OPTIONS

Option 1 - The Committee approves “Catalina Lane”

Advantages

· The name complies with the policy in that there are no other similar road names.

Disadvantages

· This is a minor amendment to one of the developer’s alternative choices for a name.

Option 2 - The Committee approves “Victor Lane”

Advantages

· This is the developer’s first choice for a name.

Disadvantages

· The name does not comply with the policy due to the similarity in sound between Victor Lane and the existing road names Victoria Street and Victory Place.

· There may be confusion for emergency services, NZ Post and members of the public.

NEXT STEPS

13 If the recommended name is approved, staff will process the required documentation and advise the developer and Land Information New Zealand of the new road name.

Signatories

Author:

Bruce Hall - Information Support

Authoriser:

Tracey Tamakehu - Chief Information Officer

Richard Saunders - Group Manager Transport

Attachments

	Title	Page
a	Location Map	115

SUMMARY OF CONSIDERATIONS

Fit with purpose of Local Government

This proposal relates to providing local infrastructure and it is considered good-quality and cost-effective.

Fit with strategic framework

	Contributes	Detracts	Not applicable
Social Wellbeing Strategy	☐	☐	☒
Economic Development Strategy	☐	☐	☒
Environment Strategy	☐	☐	☒
Arts and Culture Strategy	☐	☐	☒
3 Waters Strategy	☐	☐	☒
Spatial Plan	☐	☐	☒
Integrated Transport Strategy	☒	☐	☐
Parks and Recreation Strategy	☐	☐	☒
Other strategic projects/policies/plans	☒	☐	☐

This is an administrative function.

Māori Impact Statement

There are no known impacts for tangata whenua.

Sustainability

There are no implications for sustainability.

LTP/Annual Plan / Financial Strategy /Infrastructure Strategy

There are no implications.

Financial considerations

There are no financial implications.

Significance

The significance of the decision is low.

Engagement – external

There has been engagement with the developer.

Engagement - internal

There has been no internal engagement.

Risks: Legal / Health and Safety etc.

There are no risks.

Conflict of Interest

There are no conflicts of interest.

Community Boards

The private way is wholly within the Saddle Hill Community Board. The Board support the recommended name for the new road.

Infrastructure Services and Networks Committee

14 August 2017

Amendment to Road Naming Policy

Department: Digital Services

EXECUTIVE SUMMARY

1 The purpose of this report is to recommend an amendment to the Dunedin City Council Road Naming Policy.

2 The Road Naming Policy (the Policy) provides guidance and clarity for the naming of roads in Dunedin city. Staff recently discovered that the policy incorrectly refers to road types in use by New Zealand Post. The road types should refer to the list provided by the Australian/New Zealand Standard for Rural and Urban Addressing.

RECOMMENDATIONS

That the Committee:

a) Approves an amendment to the Dunedin City Council Road Naming Policy to reflect the road types provided in the Australian/New Zealand Standard for Rural and Urban Addressing (NZS 489:2011).

BACKGROUND

3 The Road Naming Policy (the Policy) and Guidelines were adopted by the Infrastructure Services Committee (the Committee) in December 2011.

4 At the request of the Committee, staff amended the Policy and Guidelines in July 2016 to make the road naming criteria clearer to applicants.

DISCUSSION

5 In a recent road name proposal the developer requested approval to use a road type that did not appear in the approved road types listed in the Policy.

6 The Policy currently states the road types list is not exhaustive and other road types may be proposed by the developer if the road type appropriately describes the proposed road. The Policy currently references a list of road types based on those used by New Zealand Post and road types already in use in Dunedin.

7 At the time The Policy was written the road types listed were not standard in the Australian/New Zealand Standard for Rural and Urban Addressing. The standard is intended for use by those agencies responsible for creating addresses, such as Councils, where the addressing authorities enable them to propose addresses and name roads. The purpose of the addressing standard is to assign addresses that can be readily and unambiguously identified and located.

8 To avoid ambiguity staff propose an amendment to the existing policy to replace the road type list in the existing Policy with the road types approved by the Australian/New Zealand Standard for addressing.

9 To ensure consistency with the addressing standard, the following paragraph related to Road Name Suffix on page 6 of the existing policy will be replaced:

Road Name Suffix – The road name suffix for the road should be the one that most accurately reflects the type of road that it is. A list of suggested suffixes and their meanings is included in the table below. Note that this list is not exclusive – other road name types can be used where their application is appropriate.

Road Names without a suffix are not uncommon in Dunedin, but should only be used if necessary to accurately reference another name (e.g Canongate is the name of an Edinburgh Street).

10 The new paragraph to be included in the amended policy will be:

Road Type – The road type should accurately reflect the type of road that it is. A list of road types and their meanings is included in the table below. Only road types on the list will be considered. Road names without a road type will not be considered (e.g Canongate).

Historically allocated road types that do not meet the addressing standard will not be changed unless the road is required to be renamed for other reasons.

11 A copy of the existing policy is included as Attachment A. A copy of the new table is included as Attachment B.

OPTIONS

Option One – Recommended Option

Amend the policy to reflect the road types provided in the Australian / New Zealand Standards for Rural and Urban Addressing

Advantages

· The policy will be consistent with the Australian/New Zealand Standard for Rural and Urban Addressing

Disadvantages

· The current policy will need to be amended and users advised of the change.

Option Two – Status Quo

Do not amend the policy to reflect the road types provided in the Australian / New Zealand Standards for Rural and Urban Addressing

Advantages

· No change to current policy.

Disadvantages

· Inconsistent with the Australian/New Zealand Standard for Rural and Urban Addressing

NEXT STEPS

12 If the amended policy is adopted, Council officers will update the policy on the DCC website and send copies of the amended policy to customers identified as regular users of the process. Community Boards will also be advised of the change.

Signatories

Author:

Tracey Tamakehu - Chief Information Officer

Authoriser:

Richard Saunders - Group Manager Transport

Simon Pickford - General Manager Community Services

Attachments

	Title	Page
a	Road Naming Policy June 2016	120
b	AS/NZS 4819:2011 Appendix B Road Types - New Zealand	134

SUMMARY OF CONSIDERATIONS

Fit with purpose of Local Government

This decision/report/proposal relates to providing local infrastructure and it is considered good-quality and cost-effective, by ensuring road names are fit for purpose and allow for correct addressing for use by emergency and postal services.

Fit with strategic framework

	Contributes	Detracts	Not applicable
Social Wellbeing Strategy	☐	☐	☒
Economic Development Strategy	☐	☐	☒
Environment Strategy	☐	☐	☒
Arts and Culture Strategy	☐	☐	☒
3 Waters Strategy	☐	☐	☒
Spatial Plan	☐	☐	☒
Integrated Transport Strategy	☒	☐	☐
Parks and Recreation Strategy	☐	☐	☒
Other strategic projects/policies/plans	☐	☐	☒

This policy outline advice on appropriate road naming and is administrative.

Māori Impact Statement

There are no known impacts for Māori.

Sustainability

There are no known impacts for sustainability.

LTP/Annual Plan / Financial Strategy /Infrastructure Strategy

There are no known impacts as this is an administrative function.

Financial considerations

There are no known financial impacts.

Significance

The significance of the decision is low in terms of Councils Significance and Engagement Policy.

Engagement – external

There has been no external engagement.

Engagement - internal

Transport have reviewed the amended policy.

Risks: Legal / Health and Safety etc.

There are no known risks.

Conflict of Interest

There are no known conflicts of interest.

Community Boards

The role of community boards are not changed by the amended policy.

Infrastructure Services and Networks Committee

14 August 2017

Transport Activity Report for the Quarter Ended 30 June 2017

Department: Transport

EXECUTIVE SUMMARY

1 This report updates the Committee on Transport operations, maintenance and capital works, including contracted out services.

2 Highlights for the quarter include:

a) Capital renewals for the 2016/17 year delivered to 100% programme budget.

b) A programme to complete a full clean of the city’s mud tanks was completed in early June.

c) Consultation on the DCC urban cycle fund project has been completed with construction planned for the 2017/18 year.

d) Procurement for the 2017/18 capital renewals programme commenced prior to 1 July 2017.

RECOMMENDATIONS

That the Committee:

a) Notes the Transport Activity Report for the Quarter ended 30 June 2017.

BACKGROUND

3 The Transport activity provides the planning, construction, maintenance and upgrading of the transport network. The network includes:

· roads

· cycle ways

· footpaths

· bridges and retaining walls

· street lighting

· traffic signals

· road marking.

4 The New Zealand Transport Agency (NZTA), the national road funding authority, provides a financial assistance subsidy for works that meet agreed criteria via the National Land Transport Programme.

DISCUSSION

Contract Management

5 The Transport Maintenance Contract was tendered in early 2016 and awarded to Downer on 1 July 2016 for three years valued at $45 million.

6 Given the tight timeframes in procuring the contract a six month transition period was agreed with Downer. During this period performance measures and underlying business processes were formally implemented and reported on from 1 January 2017. Performance results dictate the volume of renewal work that will be awarded to Downer over the following year.

7 A robust performance framework is now in place focusing on five key result areas as follows:

a) Service Delivery - Adherence to programme, specification and budget

b) Value for Money – Delivering services efficiently

c) Customer Service – Improved customer experience across all aspects of the contract

d) Safety – Strict adherence to health and safety requirements and pro-active management of health and safety issues

e) Collaborative and Sustainable Working Environment – A business culture that encourages innovation, initiative and sustainable work methods that protects and enhances DCC's reputation.

Service Delivery

8 Performance is measured by network audit outcomes, adherence to programme delivery and compliance with asset data and reporting requirements.

9 The results in this area were acceptable during the period with strong performance in programme quality and audit results. Improvements are required in the measure of programme delivery.

10 The contractor cleaned all of the mud tanks for the network by 30 June 2017.

11 A decrease in the percentage of compliant mud tanks in June was partly the result of auditors focussing on the most at risk areas of the city. Additionally the period from April to June produces the highest amount of leaf litter and sediment runoff. The data captured during auditing is being used by Downer to refine the cleaning programme for the 2017/18 year. There is a high level of confidence that the mud tank network is being maintained to a high standard and will perform as expected during a rain event.

12 Downer has improved its planning and increased resources to achieve better delivery against the programme in the 2017/18 year. While over 85% of the overall programme was delivered in the 2016/17 year there were issues with delays to the delivery of jobs which resulted in customer expectations not being met.

Value for Money

13 Performance is measured by inspection audits for work completed, co-ordination of corridor access and the quality of claims.

14 Results in this area have been unsatisfactory with a number of quality issues being identified by staff. Downer has invested in staff training and independent auditing to ensure the quality of delivery is improved with June results showing an improvement in the quality of work undertaken.

15 The quality of completed works will continue to be monitored to ensure compliance with contract specifications. Payment is withheld for any works that do not meet the required standards. Of the audited jobs presented in the June 2017 claim 16% were identified as not being to the appropriate specification and payment was withheld.

16 Robust contract monitoring processes are in place to ensure payment is only being made when the work is completed to an acceptable standard and the appropriate claim has been submitted to DCC.

Customer Service

17 Performance is measured by Customer Service Agency (CSA) response times and results from customer satisfaction surveys sent to affected residents following road works.

18 Results in this area for June were at an acceptable standard. 97% of CSA requests were completed on time versus the targeted 95%.

19 Staff have identified a gap in the current process where customers are not offered a call back to update them on their request. Staff will work with the contractor on the best process for addressing this issue.

20 Council has continued customer satisfaction surveys for residents living on roads included in the 2016/17 renewal sites.

21 Feedback from these surveys is being used to improve the process for future renewal programmes. Issues identified through the surveys include a lack of road sweeping resulting in excess chip on roads and footpaths and the general tidiness of sites.

Safety

22 Performance is measured through Traffic Management Planning (TMP) audits, Health and Safety audit results and reporting and record keeping for any health and safety incidents.

23 Results in this area have improved across the year.

24 Nineteen TMP audits were undertaken in June by staff, with one incident of non-conformance. The reason for the non-conformance was a lack of adequate covering for a dig out site which was subsequently shut down and addressed by the contractor.

25 Council has engaged the services of an independent Health and Safety adviser who is undertaking monthly health and safety site inspections. These are conducted in collaboration with Council and Downer staff. Results in this area have shown continual improvement. The first audit was conducted in April and resulted in a scoring of 70%. The audit in June resulted in a scoring of 100%.

26 The process is also designed to be a collective learning experience for those operational staff involved by raising awareness and knowledge of potential health and safety risks and appropriate process to mitigate.

Major initiatives

27 Peninsula Connection Safety Improvement Project – The second public open day for the Peninsula Connection was held on 26 July. This workshop is to present the detailed design to the public and seek any final feedback prior to the tender process commencing. Key points to note in the final design are as follows:

· The design for the Peninsula includes a 1.2m shoulder, 3m vehicle lane and a 3m shared path between Vauxhall and Portobello. From Portobello the design includes a 0.7m shoulder, 3m vehicle lane and a 2.5m shared path. These designs will provide the greatest safety improvements for all road users. A copy of the cross sections is included as Attachment A.

· Following feedback from the last open day a new rounded edge separator has been designed. This separator will be installed for all new sections and all existing separators will be replaced. This new design addresses concerns from cyclists and drivers regarding the existing sharp edged separators.

· The order of construction for the project is still to be confirmed through the tender process. At this stage it is anticipated that construction will commence at the city end of the route. The rationale for this is that the greatest safety benefits are realised in the areas with the highest traffic counts. In this case the highest counts are at the city end of the Peninsula. Staff are aware of the preference of many Peninsula residents to provide connections between the main residential areas. Discussions will be held with contractors to explore whether there are options available to achieve this.

28 An expression of interest process for contractors was completed in June. A good response was achieved and early engagement is now occurring with these contractors. The competitive tender process will commence in August with physical works expected to start in October.

29 Regional Land Transport Plan – A paper is being provided to the Committee to approve the Council submission to the Regional Land Transport Plan.

30 Urban Cycleway Programme – A consultation process has been completed for the Urban Cycleway programme. This programme includes a number of routes to provide better connections around the harbour and from the harbour to the city. A summary of the feedback received and resulting changes to designs is being presented in a separate report to the Committee.

31 Transport Model – The new traffic model is on track to be delivered by the end of the calendar year. This will be a significant asset for the city as we consider projects such as the Central City Plan. The model includes a micro-simulation of the central city to assist with detailed traffic modelling.

32 Capital Renewals 2016/17 – The capital renewal programme for the 2016/17 year was completed to 100% of budget. Significant progress has been made addressing deferred maintenance on seawalls, bridges and retaining walls. There has also been significant investment in car parks at our parks and reserves and other key sites such as the Railway Station to bring these up to an acceptable level of service. Discussions with Parks and Recreation and Parking Operations are ongoing to ensure these levels of service are maintained.

33 LED Street Light Installation – A procurement process has commenced to appoint a design lead for the LED renewal project. In addition staff have been working with NZTA and other councils to identify efficiencies to benefit renewal projects. Discussions on an approved 3000 kelvin light fitting have been positive which should assist with the NZTA business case process.

34 Safety improvement projects – Following a significant underspend on safety improvement projects in 2015/16 staff have been working on a number of packages to deliver during the 2016/17 and 2017/18 years. A number of safety improvement projects were undertaken resulting in 100% of budget spent. Projects included:

· Citywide safety improvement package focussing on making crossings accessible for all road users.

· Puddle Alley/Dukes Road intersection upgrade.

· An upgrade of Allanton Road at the intersection of Scroggs Hill which had a poor safety record.

· Implementation of a number of minor safety improvements at schools to improve student safety.

· Installation of three new speed indicator signs. This brings the total number of signs to six. They are moved around various sites across the city where speeding has been identified as an issue.

· A safety improvement project at Westwood to provide safe access to residents and encourage reduced speed.

· The installation of 3D crossings in the tertiary precinct to improve safety for pedestrians.

35 A number of additional safety improvement projects are confirmed and will be tendered for construction in early 2017/18 subject to funding being available. These include:

· Baldwin Street safety improvements

· Victoria / Forbury / Bedford intersection upgrade (roundabout)

· Wharf Street / Roberts Street intersection upgrade

· Town belt traverse pedestrian safety improvements

· South Dunedin intersection improvements

· Playfair Avenue / South Road (Caversham) intersection improvements

· Installation of a package of roundabouts at the Green Island / Fairfield motorway interchange in conjunction with NZTA

· Installation of safety barriers on the Otago Peninsula to improve safety for drivers

· A further package of crossing improvements to improve accessibility on the network.

OPTIONS

36 As an update report there are no options.

NEXT STEPS

37 Areas of focus for the next quarter will be:

· Working with Downer to improve performance in year two of the contract with an emphasis on delivery of the programme and quality of work.

· Procurement of capital works for the 2017/18 year with 75% of all works to be tendered by 30 September 2017.

· Completion of the Highcliff Road slip repairs and safety improvements.

· Completion of the first draft of the Transport Asset Management Plan to support NZTA's next three year funding round.

· Begin the procurement process for the Peninsula Connection Safety Improvement Project.

· Progress design and procurement for the Urban Cycleway work package.

· Complete the Council submission to the 2018/19 to 2021/22 Regional Land Transport Plan.

Signatories

Author:

Merrin McCrory - Asset and Commercial Manager, Transport

Authoriser:

Richard Saunders - Group Manager Transport

Ruth Stokes - General Manager Infrastructure and Networks

Attachments

	Title	Page
a	Peninsula Connection Cross Sections	145

SUMMARY OF CONSIDERATIONS

Fit with purpose of Local Government

This report relates to providing local infrastructure and it is considered good-quality and cost-effective.

Fit with strategic framework

	Contributes	Detracts	Not applicable
Social Wellbeing Strategy	☒	☐	☐
Economic Development Strategy	☒	☐	☐
Environment Strategy	☒	☐	☐
Arts and Culture Strategy	☐	☐	☒
3 Waters Strategy	☐	☐	☒
Spatial Plan	☒	☐	☐
Integrated Transport Strategy	☒	☐	☐
Parks and Recreation Strategy	☒	☐	☐
Other strategic projects/policies/plans	☒	☐	☐

The Integrated Transport Strategy supports the outcomes of a number of strategies.

Māori Impact Statement

No known impacts.

Sustainability

The Integrated Transport Strategy supports sustainable outcomes.

LTP/Annual Plan / Financial Strategy /Infrastructure Strategy

The Integrated Transport Strategy is included in the long term plan.

Financial considerations

No financial implications.

Significance

This is considered to be of low significance in terms of the Council’s Significance and Engagement Policy.

Engagement – external

No external engagement.

Engagement - internal

No internal engagement.

Risks: Legal / Health and Safety etc.

No risks.

Conflict of Interest

No conflict of interest.

Community Boards

Not applicable.

Infrastructure Services and Networks Committee

14 August 2017

Proposed Consultation Dunedin City Speed Limits Bylaw Amendment 8

Department: Transport

EXECUTIVE SUMMARY

1 Council has completed a speed limit review in Dunedin of the following roads in Dunedin:

a) The Esplanade, St Clair

b) Three Mile Hill, Half Way Bush

c) Shetland Street, Wakari

d) Wingatui Road, Mosgiel

e) Gladstone Road North, Mosgiel.

2 The speed limit review identified four roads where a permanent speed limit change is recommended, and one road where a variable speed limit change is recommended.

3 The objective of the review is to recommend the most appropriate safe speed limit for each road taking into account the level of use, roadside development and surrounding environment, as well as being credible to road users and nationally consistent.

4 Council staff recommend postponing the inclusion of any roads identified as requiring ”challenging conversations” in this amendment due to the need for a more robust engagement process, in accordance with the new New Zealand Transport Agency Speed Management Guide.

5 Council staff also recommend postponing the extension of the 40 km/h variable speed limit on Shetland Street at Wakari School until such time as we return to Council with an approach to speed limits around all schools in the Dunedin area.

RECOMMENDATIONS

That the Committee:

a) Decides that a bylaw is the most appropriate way of addressing the control of speed in the following locations: The Esplanade, St Clair, Wingatui Road, Mosgiel and Gladstone Road North, Mosgiel.

b) Approves that the Statement of Proposal for Amendment 8 to the Dunedin City Council Speed Limits Bylaw 2004 be publicly notified for consultation during the period 1 September 2017 to 1 October 2017.

c) Decides that a Hearings Committee of 3 Councillors be appointed to hear and consider any submissions received and report recommendations back to the Council.

d) Approves of postponing proposed speed limit changes on Three Mile Hill Road which is identified as requiring “challenging conversations” due to the need for engagement as per the new New Zealand Transport Agency Speed Management Guide

e) Approves of postponing any changes to variable speed zones around Wakari School pending a review of a consistent approach to speed limits around schools in the Dunedin area.

f) Requests Council staff report back to the Infrastructure Networks and Services Committee regarding the adoption of consistent speed limits around schools.

BACKGROUND

6 Land Transport Rule 54001: ‘Setting of Speed Limits 2003’ established procedures that enable road controlling authorities to set enforceable speed limits on roads within their jurisdiction.

7 The power to set a speed limit is limited to road controlling authorities that have the power to make bylaws concerning the use of roads under the Local Government Act 2002, or power to make bylaws under specific legislation, e.g. airport authorities.

8 Council established a new speed limit bylaw, the Dunedin City Speed Limits Bylaw in 2004, following the change in legislation giving road controlling authorities the responsibility of setting speed limits.

9 Any changes to speed limits are required to be carried out in accordance with Land Transport Rule: Setting of Speed Limits 2003 and the special consultative process in the Local Government Act 2002 prior to adoption by Council, as an amendment to the Dunedin City Council Speed Limit Bylaw 2004.

10 Speed limit reviews have been ‘on hold’ pending changes by NZTA in the approach to speed management.

a) This new approach to speed management is outlined in the Speed Management Guide, which was released in November 2016 with a roll out of workshops for road controlling authorities in March 2017.

b) The submissions of the Draft Land Transport Rule: Setting of Speed Limits 2017 closed on 16 June 2017 and is anticipated to be adopted in the next few months.

11 NZTA is supportive of proceeding with speed limit reviews under the current rule, if it is clear that the speed limit changes proposed are not controversial and are supported by the following principles as set out in the Speed Management Guide:

a) Evidence-based

b) A national consistent approach

c) Prioritise high benefit areas that improve both safety and economic productivity, and also areas that will contribute to the credibility of speed management

d) Achieve value for money

e) Build better understanding between road controlling authorities and the public for speed management.

12 The speed limit review was undertaken in accordance with Land Transport Rule 54001: Setting of Speed Limits 2003, as is legally required, considering both level of development and safety.

13 The Rule requires the speed limit to be calculated using the rating method incorporated in the Speed Limits New Zealand (SLNZ) Rule. This rating method calculates speed limits based on the intensity of roadside development, with the objective of ensuring there is a national consistency in setting speed limits that reflects the urban vs. rural environment, as shown in Table 1.

Table 1 Speed limits derived from rating

Environment	Rating	Rated speed limit
Towns, main centres	>11	50
Smaller settlements, major divided roads	6-11	70
Rural undivided roads with minimal development	3-6	80
Rural roads	<3	100

14 While the level of development is considered a fundamental determinant of speed limits, the Rule (Clause 3.2(5) a) enables road controlling authorities to set a speed limit that is different to the calculated one, if it is the safe and appropriate speed limit for the road. The process for determining safe and appropriate speeds is more complex than the rating method and is outlined in Attachment A.

15 The Rule also allows for 40 kilometres per hour variable speed limits to operate at the start and end of the school day. Attachment B summarises the criteria for a 40 kilometres per hour variable speed limit near urban schools which includes traffic speed and traffic volume outside the schools.

DISCUSSION

16 Three road sections were initially reviewed for permanent speed limit changes. In the process of reviewing these road sections:

a) One road section, Three Mile Hill, is recommended to be postponed as the appropriate intervention is unclear without first engaging with the community. The current vehicle speeds are above what is considered “safe and appropriate” so it is identified as requiring “challenging conversations” on either reducing the speed limit or engineering the road up to the current speed limit.

b) One additional road section, Gladstone Road North, was identified as meriting a speed limit change as it intersects the road section of Wingatui Road that is under review, and had similar characteristics to Wingatui Road.

c) The review of speed limits on all the four roads has been completed and changes are recommended to three of them as summarised in Tables 2 below. Attachment C contains a more detailed synopsis of the review. Attachment D & E contains maps of the recommended permanent speed limit changes.

Table 2 Proposed speed limit changes and rationale

Ref	Location /Road Name	Road section	Speed Limit (km/h)
			current		proposed
Shared use reserve roads^{^[1]} in Dunedin’s urban area – reduce speed limit to 30 km/h to match operating speeds & high pedestrian & cyclist use
1	Esplanade, St Clair	Forbury to Beach	50	30
Urban expansion in East Mosgiel - reduce speed limit to 50 km/h to match urbanisation
2	Wingatui Road	From Gladstone Road to 100m south of Factory Rd	70	50
3	Gladstone Road North	From 100 m east of Wingatui Rd to 50/70 sign 165 m west of Wingatui Rd & 90 m n/o Gladstone (to No. 214)	70	50

Table 3 Roads where no change is recommended at this time

Road

Section

Proposal & rationale

Three Mile Hill Road

50/70 sign to 70/80 sign (457 metres) plus 100 metres of Dalziel Road, south of Three Mile Hill Road

Request for this 70 km/h section to become 50km/h.

Recommendation: This section of road is prioritised under the Second Priority intervention (along with Dalziel Road) with both road sections identified with interventions requiring “challenging conversations”. It is not a “self-explaining road” and unclear the best approach for addressing the safety concerns. For this reason, it is recommended to go through the new engagement process recommended by NZTA and under the new Rule.

17 As a part of DCC Speed Limit Bylaw Amendment 7 in 2014, five schools were found to meet the requirements for a 40 kilometres per hour variable speed limit. One of these schools requires an extension of the zone to more appropriately define the school zone. Table 4 lists the school, the proposed school section (school zone) to which 40 kilometres per hour variable speed limit is to apply, as well as the times of operation. Attachment F shows the school zone as a map.

Table 4 Proposed 40 km/h variable school zone speed limit

Ref

School

Road sections of school zone

40 km/h variable

speed limit

Hours of operation

(school days only)

Wakari School

Shetland Street

· Extend an additional 115 metres to the south

8.40am – 9.00am

3.00pm – 3.15pm

18 Council staff recommend postponing consultation on proposed changes to Shetland Street outside Wakari School pending a review of speed limits around all schools, in order to develop a consistent safety approach.

19 Attachment G outlines the process of reviewing speed limits, step by step. The current review is at Step 5 of 16; the formal steps and key dates are listed in Table 5 below.

Table 5 Formal Steps and key dates

Step	Task name	Date
5	Initiate Formal Process	14 August 2017 (This Meeting)
6	Public consultation	1 September -1 October 2017
7	Hearings Committee convened (if required)	October/November 2017
11	Council Resolution	16 November 2017
16	Amendment 8 take effect	February 2018

20 Public consultation on the proposed Amendment 8 to the Speed Limits Bylaw is Step 6 on the Speed Limit Review process in Attachment G. This will be advertised by way of public notice and media publicity. Directly affected parties will be contacted and invited to submit. These parties include affected residents, the affected school, NZ Police, and the New Zealand Transport Agency.

21 In addition, all community boards will be consulted, including those that are not directly affected by the proposed changes.

22 The Statement of Proposal for Amendment 8 to the Dunedin City Council Speed Limits Bylaw 2004 is in Attachment H. It includes the Proposed Amendments text and maps that will become part of the bylaw, as well as a summary of the Statement of Proposal and a submission form for consultation.

23 As this speed limit review is relatively small, the estimated cost for installing permanent speed limit signs is such that it will be funded under the current maintenance contract.

OPTIONS

Option One – Recommended Option

24 The recommended option is to proceed with the public consultation process for a permanent speed limit changes to the following three roads under the current speed management rules;

· The Esplanade, St Clair

· Wingatui Road, Mosgiel

· Gladstone Road North, Mosgiel.

Advantages

· Speed in affected areas will be reduced, which will improve safety for all road users.

· Speed limit changes that are recommended in this report are appropriate for the roadside environment.

· Speed limit changes will not be delayed or caught up as part of the transition to the new rule that is anticipated to be adopted later this year.

Disadvantages

· Changes to the speed limit on Wingatui Road, and the adjoining section of Gladstone Road North, would raise discrepancies with the NZTA’s Speed Management Maps, as they have not been identified as roads of highest priority, due to the recent transition from rural residential to residential.

· Speed limit changes to The Esplanade would not be consistent with the NZTA’s Speed Management Maps, however, the changes would be consistent with other main centres based on the Esplanade’s “high place function and concentration of active users” as per the new Speed Management Guide.

Option Two – Status Quo

25 The status quo would be to leave these speed limits unchanged and wait for the adoption of the new NZTA Land Transport Rule: Setting of Speed Limits 2017.

Advantages

· Speed limit reviews would be prioritised using the new evidence-based approach.

· The new process for speed limit reviews includes engagement and collaboration with the community and key stakeholders.

· The new approach to speed management looks to address the problem within the road corridor and speed limit changes may be one of many options discussed.

Disadvantages

· Delays in speed limit changes would mean speed limits in Wingatui Road and Gladstone Road North sections would not fit the changed road environment.

NEXT STEPS

26 The next step in the speed limit review process is public consultation for one month (proposed for 1 September – 1 October) followed by a public hearing in October/November 2017.

27 Staff will report back to the Committee regarding the adoption of consistent speed limits around schools.

Signatories

Author:

Lisa Clifford - Senior Transportation Engineer

Authoriser:

Richard Saunders - Group Manager Transport

Ruth Stokes - General Manager Infrastructure and Networks

Attachments

	Title	Page
a	Technical Process for Determining Speed Limits	155
b	Selection Criteria for Traffic Control Devices near Schools	156
c	Table of Proposed Permanent Speed Limit Changes	157
d	Map of Proposed Permanent Speed Limit - Esplanande	160
e	Map of Proposed Permanent Speed Limit - Wingatui Road and Gladstone Road	161
f	Map of Proposed Variable Speed Limit - Wakari School	162
g	Speed Limit Review - Key Steps	163
h	Statement of Proposal - Amendment 8 to the DCC Speed Limit Bylaw 2004	165

SUMMARY OF CONSIDERATIONS

Fit with purpose of Local Government

This proposal relates to providing a regulatory function and it is considered good-quality and cost-effective.

Fit with strategic framework

	Contributes	Detracts	Not applicable
Social Wellbeing Strategy	☒	☐	☐
Economic Development Strategy	☐	☐	☒
Environment Strategy	☐	☐	☒
Arts and Culture Strategy	☐	☐	☒
3 Waters Strategy	☐	☐	☒
Spatial Plan	☒	☐	☐
Integrated Transport Strategy	☒	☐	☐
Parks and Recreation Strategy	☐	☐	☒
Other strategic projects/policies/plans	☐	☐	☒

Ensuring Dunedin is a safe city which is prioritised in the Social Wellbeing Strategy, Spatial Plan and Long Term Plan as well as the Integrated Transport Strategy. Safer speeds is one of the four pillars under the Safe System approach to reduce the number of fatal and serious injury crashes occurring on Dunedin’s road network.

Māori Impact Statement

There are no known impacts for tangata whenua

Sustainability

No implications for sustainability

LTP/Annual Plan / Financial Strategy /Infrastructure Strategy

There are no implications for the above plans and strategies.

Financial considerations

The financial cost for the recommended option is minimal and can be covered through the current maintenance contract.

Significance

There is community interest in making the changes identified in Amendment 8 regarding road safety.

Engagement – external

No external engagement has been undertaken, but community views will be sought as part of the engagement exercise.

Engagement - internal

No internal engagement has occurred.

Risks: Legal / Health and Safety etc.

The proposed speed limit changes will “treat” the risk by reducing speeds to fit the road environment. For the roads where a change is not recommended risk would not be treated simply by a change in posted speed limits. Further interventions to treat any risk adequately will be assessed and developed using the new Speed Management Guidelines.

Conflict of Interest

No conflicts of interest have been identified.

Community Boards

All community boards will be invited to participate in the community engagement process where speed limit changes are proposed to roads within their areas.

Infrastructure Services and Networks Committee

14 August 2017

Update on the NZTA Speed Management Guidelines

Department: Transport

EXECUTIVE SUMMARY

1 This report presents the New Zealand Transport Agency (NZTA) Speed Management Guide which was adopted in November 2016. The Guide is a tool designed to assist the NZTA and Road Controlling Authorities (RCAs) to better determine the road risks that will feed into the development of speed management approaches for communities that address identified risks and meet their needs.

2 This report recommends that the DCC follow the methodology in the Guide to prioritise speed limit reviews and develop a forward works programme to be included in the next three year Long Term Plan (LTP).

3 It is recommended that the Committee approve the new approach to speed limit reviews based on the Speed Management Guide.

RECOMMENDATIONS

That the Committee:

a) Notes the new NZTA Speed Management Guide adopted in November 2016.

b) Adopts the NZTA Speed Management Guide for implementing DCC speed limit reviews.

BACKGROUND

4 The power to set a speed limit is limited to road controlling authorities (RCAs) that have the power to make bylaws concerning the use of roads under the Local Government Act 2002, or power to make bylaws under specific legislation, e.g. airport authorities.

5 Council established a new speed limit bylaw, the Dunedin City Speed Limits Bylaw in 2004, following the change in legislation giving road controlling authorities the responsibility of setting speed limits.

6 Any changes to speed limits are required to be carried out in accordance with Land Transport Rule: Setting of Speed Limits 2003 and the special consultative process in the Local Government Act 2002 prior to adoption by Council as an amendment to the Dunedin City Council Speed Limit Bylaw 2004.

7 Speed limits have historically been reviewed every other year due to the complexity of the process. The last speed limit review was in 2014.

8 Speed limit reviews have been ‘on hold’ pending changes by NZTA in the approach to speed management.

9 Safer Speeds is one of the four pillars under Safe Systems. The others are Safer Roads and Roadsides, Safer Vehicles and Safer Drivers.

10 The Guide is a tool as a part of the Safe System Approach which recognises that people make mistakes but should not die or be seriously injured as a result of those mistakes.

11 The Guide fulfils part of the 2012-2015 Safer Journeys Action Plan, which outlines a multi-sector approach to establishing a safe and efficient road system for New Zealanders.

12 The Guide sits under the Safer Speeds Programme, an initiative that aims to help New Zealanders choose the right speed for the road.

13 In March 2017, NZTA introduced the new approach to speed management through a series of workshops for RCAs which was attended by Transport staff.

14 The new Road Safety Risk Mapping tool associated with the Guide is to be released in late July 2017, and there will be communication sent to RCAs to support the release.

15 Consultation on the Land Transport Rule 54001: “Setting of Speed Limits 2017” closed on 16 June 2017 and will replace the 2003 rule.

16 The Ministry has indicated it is keen to get the new Rule finalised as soon as possible, which could be as soon as the end of August 2017.

17 The new 2017 Rule will use the tools in the new Speed Management Guide to determine the safe and appropriate speed for a given section of road.

DISCUSSION

18 The objective of NZTA’s Speed Management Guide is to provide a nationally consistent approach to speed management.

19 The Guide will assist local councils to prioritise ‘high benefit’ speed management opportunities.

20 The Guide supports a new conversation on road risk and speed through engagement.

21 In conjunction with the Guide, a predictive road assessment methodology has been designed to proactively assess road safety risk in the form of a GIS map tool called Speed Management Maps.

Speed Management Framework

22 Speed management is about achieving safe and appropriate speeds that reflect road function, design, safety, and use.

23 Speed management should be targeted to two areas:

a) To reduce deaths and serious injuries, and improve economic productivity;

b) Where there are high benefit opportunities to improve the credibility of speed limits. These will be corridors where road users already travel at the safe and appropriate speed, but the posted speed limit is out of alignment.

24 The Speed Management Framework provides a single assessment method for determining safe and appropriate speeds on New Zealand’s entire road network. It provides the opportunity to better align travelling speeds with road function, design, safety, and use because the One Network Road Classification (ONRC) takes traffic volumes, freight volumes, and place functions into account.

25 Current speed frameworks and speed management processes were developed when there was no overarching road classification system. This has resulted in some routes where travel speeds are not appropriate to road use and function.

26 The Speed Management Framework sets out safe and appropriate speed ranges taking into account road function, design, safety, and use. The Guide steers RCAs to where the highest benefit opportunities lie on their networks.

Draft Speed Management Maps

27 The New Zealand Transport Agency will provide for each RCA a draft Speed Management Map of their network, which will:

a) show where the existing speed limits differ most from the Framework’s safe and appropriate speeds

b) identify where the greatest benefits from applying speed management will be achieved.

28 A draft Speed Management Map will help an RCA to determine:

a) where infrastructure improvements should be targeted to improve safety and efficiency

b) where a review of the speed limits should be considered

c) where there is a high risk, but likely to be ‘challenging conversations” with the public and stakeholders, because current traffic speeds are not safe or appropriate but this does not self-explain well to communities and road users

d) lower priority areas, but where action might be required in the future.

29 A draft Speed Management Map:

a) better aligns travel speeds with traffic volumes, freight volumes, and place functions, as part of an integrated one network approach (consistent with the One Network Road Classification Framework)

b) will show where it is best to invest in safety improvements in order to make high risk corridors safer at current travel speeds, and where it is more efficient to manage speed down, while also supporting better engagement in speed management.

30 Four types of interventions are identified to address speed management. They are:

a) “Engineer up” is the intervention recommended for the economically important roads where the safety performance is poor, and there is a strong case for investment to bring the corridor up to the required standard to support existing or higher travel speeds. Here travel speeds will tend to be close to the existing speed limit, or possibly higher.

b) “Challenging conversations” are the corridors where current travel speeds and the speed limit are above the calculated safe and appropriate speed and the safety performance is poor. However, in these instances, the criterion for engineering up is not satisfied, even though the safest performance justifies some sort of intervention. In these cases road users are travelling too fast for the safety conditions of the corridor, and the intervention may require a lowering of the current speed limit, either permanently or on an interim basis until the investment can be justified, or the safety performance improves. These are defined as “challenging conversations” because the discussions around lowering limits can often be challenging, and the RCAs need to be prepared for careful and sometimes extended community engagement and consultation.

c) “Self-explaining” are the corridors where the posted speed limit is higher than the safe and appropriate speed, but where road users are already travelling at the safe and appropriate speed. These are the high benefit opportunities because lowering the speed limit will be self-explanatory and credible to road users. This helps to improve community understanding of safe and appropriate speeds, and improves the credibility of speed limit settings. It also helps to explain roads better to visiting drivers.

d) “Potential increase” is the intervention for a few corridors nationwide where it is recommended to increase speeds to 110 kilometres per hour.

Early Engagement

31 Speed is a highly sensitive topic and the approach to implementation can be as, if not more, important and challenging as the technical analysis.

32 The Speed Management Maps (when finalised) will be a starting point for consideration, but we also need to take into account local knowledge, engage with the community and then move to formal consultation if intervention is needed.

33 The engagement approach is to have a productive conversation on the safety concerns, noting some roads are difficult to read and not safe at their current limits.

34 The objective of engagement is to build public understanding of road risk resulting in safer choices by communities and individuals.

Formal consultation and the Rule

35 Formal consultation is still required and needs to comply with the Land Transport Rule: Setting of Speed Limits 2003 until such time as the new Rule 2017 is adopted.

36 RCAs still need to carry out assessments under the Rule.

Forward Works

37 The Speed Management Maps have identified the First Priority (top 5%) and Second Priority (next 5%) of corridors where interventions are recommended.

38 Puddle Alley was the only corridor identified within Dunedin City Council’s local road network that recommends “engineering up”. Safety improvements to Puddle Alley are currently underway and have received additional funding from NZTA to complete the works.

39 The remaining emphasis for safety improvements will focus on roads identified as needing “challenging conversations” to determine the most appropriate approach to safety concerns.

40 The Speed Management Maps have identified three corridors in this category within Dunedin City Council’s local roads as being in the First Priority (top 5%). They are:

a) Brighton Road, north of Allen Street to Blackhead Road

b) Three Mile Hill Road, from Flagstaff-Whare Flat Road to Silverstream Valley Road

c) Princes Street, south of Dowling Street

41 The Speed Management Maps have also identified the Second Priority corridors as shown:

a) Dalziel Road

b) Three Mile Hill Road, from north of Taieri Road (50/70 k sign) to north of Dalziel Road (70/80 sign

c) Blackhead Road, from Middleton Road to Brighton Road

d) Maclaggan Street, from Broadway to Graham Street

e) Allanton Road, from Hwy 86 to Granton Road

f) Morris Road (west of Coalsgate Road to east of Chain Hills Road)

g) Portobello Road (Cove to Collinswood and between MacAndrews Bay and Broad Bay)

h) Highcliff Road (east of Hilton Road to west of Camp Road). Safety improvements are currently underway for this corridor.

OPTIONS

There are no options to consider as part of this proposal.

NEXT STEPS

42 Council staff will provide feedback to NZTA on the draft Speed Management Maps.

43 Council staff will use the draft Speed Management Maps as a tool for prioritisation of safety interventions.

44 Staff will look to develop a forward works programme, with emphasis of the road corridors whose interventions are described as “challenging conversations”.

45 Staff will include these corridors in the next three year LTP.

Signatories

Author:

Lisa Clifford - Senior Transportation Engineer

Authoriser:

Merrin McCrory - Asset and Commercial Manager, Transport

Richard Saunders - Group Manager Transport

Ruth Stokes - General Manager Infrastructure and Networks

Attachments

	Title	Page
a	NZTA Speed Management Guide	202

SUMMARY OF CONSIDERATIONS

Fit with purpose of Local Government

This proposal enables democratic local decision making and action by, and on behalf of communities.

This proposal relates to providing local infrastructure and it is considered good-quality and cost-effective.

This proposal relates to providing a public service and it is considered good-quality and cost-effective.

This proposal relates to providing a regulatory function and it is considered good-quality and cost-effective.

Fit with strategic framework

	Contributes	Detracts	Not applicable
Social Wellbeing Strategy	☒	☐	☐
Economic Development Strategy	☒	☐	☐
Environment Strategy	☐	☐	☒
Arts and Culture Strategy	☐	☐	☒
3 Waters Strategy	☐	☐	☒
Spatial Plan	☒	☐	☐
Integrated Transport Strategy	☒	☐	☒
Parks and Recreation Strategy	☐	☐	☒
Other strategic projects/policies/plans	☐	☐	☒

Safe and appropriate speeds not only address safety but the efficiency of the road network which contributes to the Economic Development Strategy.

Māori Impact Statement

No known impacts for tangata whenua

Sustainability

No implications for sustainability

LTP/Annual Plan / Financial Strategy /Infrastructure Strategy

The priority safety improvements in our Forward Works Programme will contribute to the development of the LTP.

Financial considerations

The financial cost for the recommended option is minimal as it can be covered through the current maintenance contract.

Significance

There is community interest in road safety thorugh safer speeds.

Engagement – external

Engagement - internal

Risks: Legal / Health and Safety etc.

Conflict of Interest

Community Boards

Infrastructure Services and Networks Committee

14 August 2017

Dunedin Urban Cycleways

Department: Transport

EXECUTIVE SUMMARY

1 The purpose of this report is to seek approval to proceed with the Dunedin Urban Cycleways preferred option for improvements within Dunedin’s central city area.

2 Dunedin City Council (DCC) was allocated $3 million in Urban Cycleway funding in 2015. Projects using this fund must be substantially complete by 30 June 2018.

3 In August 2016, the Connecting Dunedin governance group agreed the scope of the Dunedin Urban Cycleways programme for a project within the central city area. This project is forecast to cost approximately $7 million. The balance of DCC urban cycleway funding was reallocated by NZTA to the one way pair cycle project to ensure Dunedin still received the benefit from this fund.

4 Community consultation on concept designs for the Dunedin Urban Cycleways project was undertaken in June 2017.

5 Feedback received throughout the consultation period was generally in support of the project. Staff have subsequently collated and summarised the feedback, which has resulted in changes to some of the concept designs presented for consultation.

6 It is recommended that the Committee endorse the recommended option presented in this report.

7 Following Committee endorsement, staff will lodge a business case for the project with the NZ Transport Agency for funding approval and approval to proceed to implementation.

RECOMMENDATIONS

That the Committee:

a) Approves the preferred option for the Dunedin Urban Cycleways project to be submitted to the New Zealand Transport Agency for funding approval including new or improved cycling infrastructure in the following areas:

i) Dunedin Railway Station to a new bridge over Water of Leith near the mouth of the river, via Anzac Avenue, the St Andrew Street carpark, and alongside the railway corridor and Wickcliffe Street

ii) The blocks between the State Highway One one-way system (Duke, Howe, Dundas, Albany and Hanover Streets);

iii) A harbourside link along Fryatt, Birch and Kitchener Streets, through Crosswharf Reserve between Fryatt and Birch Streets and the full length of the existing shared path on Portsmouth Drive

b) Notes that staff will review on-street car parking management in areas affected by cycleways developments.

BACKGROUND

8 Dunedin’s Strategic Cycle Network was adopted by the Council in 2011. The sum of $19.87 million is allocated for the Strategic Cycle Network in DCC’s current Long Term Plan.

9 An application was made to NZ Transport Agency’s Urban Cycleways Fund in March 2015 to extend the cycleways infrastructure within Dunedin’s central city area. The application was approved in August 2015, on the condition that physical works are substantially completed by June 2018.

10 The Urban Cycleways Programme and National Land Transport Programme (NLTP) fund are both administered by the NZ Transport Agency. These funding mechanisms enable up to two-thirds of cycleways funding to be met by the Government. The remaining one-third is Dunedin’s local share.

11 In August 2016, senior management from DCC, NZ Transport Agency, and Otago Regional Council agreed a “Connecting Dunedin” governance group to oversee delivery of Dunedin’s programme of transport projects.

12 The Connecting Dunedin governance group agreed a revised scope for Dunedin’s Urban Cycleways programme that focussed this project on connecting existing and future infrastructure investment between the State Highway One (SH1) one-way pair and around Dunedin’s harbour.

13 This project will deliver approximately 5.0 km of safe and connected cycleways in central Dunedin, a new bridge across the Water of Leith and supporting cycleways infrastructure including wayfinding signage and cycle parking. The project has a construction estimate of $6.1 million.

14 Construction of this project must be completed by June 2018 to ensure Urban Cycleways funding is received.

DISCUSSION

15 The Dunedin Urban Cycleways project for Dunedin’s central city area aims to:

a) construct a new cycleway from the Dunedin Railway Station to a new bridge over Water of Leith near the mouth of the river via Anzac Avenue, the St Andrew Street carpark, a new path alongside the railway corridor, and Wickcliffe Street;

b) improve the safety of the road blocks between the SH1 one-way system (Duke, Howe, Dundas, Albany, and Hanover Streets);

c) enhance existing road markings and cycle lanes along Fryatt, Birch, and Kitchener Streets, and widen the path along the harbour front between Fryatt and Birch Streets;

d) build up and resurface the existing Portsmouth Drive shared path.

16 Initial concept designs for the Anzac Avenue, railway corridor extension, Water of Leith bridge, and SH1 connectors were informed by the NZ Transport Agency’s cycle network guidance. This is considered current best practice, and has been developed with reference to the Christchurch City Council Major Cycleway Design Guide, Auckland Transport Code of Practice, and Austroads design guidelines.

Stakeholder Engagement

17 Initial concept designs were presented to stakeholder representatives from SPOKES, the Automobile Association, and NZ Transport Agency at a workshop in April 2017. These stakeholder groups have had experience with previous Strategic Cycle Network implementation in Dunedin.

18 The purpose of the workshop was to gain feedback on the initial concept designs and agree what cycle facility types would be presented for wider community consultation.

19 Workshop participants agreed that concept designs be prepared for community consultation showing:

a) Anzac Avenue – a 3.5m two-way cycleway on the south side with a separate footpath for pedestrians, and replacing the on-road cycle lane on the north side with a shoulder.

b) Rail Corridor Extension – a 3m wide shared path with minor landscaping.

c) Water of Leith Bridge – a 3.5m wide pedestrian/cycle bridge.

d) Duke and Howe Streets – a shared road with sharrow markings and intersection thresholds.

e) Dundas Street - green advance stop boxes.

f) Albany Street - on-road cycle lanes with reflective lane dividers, and green advance stop boxes at intersections.

g) Hanover Street – a mid-block treatment that encourages reduced traffic speed, and green advance stop boxes at intersection.

20 In addition, a consultation concept plan was prepared for a harbourside link showing enhanced road markings and cycle lanes along Fryatt, Birch, and Kitchener Streets, a widened path through Crosswharf Reserve between Fryatt and Birch Streets and highlighting the full length of the existing shared path on Portsmouth Drive to be built up and resurfaced.

21 KiwiRail are a specific stakeholder as a cycleway route is proposed to be built on their land. KiwiRail gave Stage One in principle approval in August 2016. This signifies acceptance of the route being constructed on the rail corridor with further review required around specific elements of the design, for example separating fence, clearances around Kiwirail equipment, and road rail interfaces.

Community Consultation

22 Community consultation was undertaken in June 2017.

23 A project information flier was prepared and is included as Attachment A. This information was uploaded on the Council’s website along with an overview map, concept designs for each street and some artists impressions.

24 Project information fliers were hand delivered to residential and business properties along the proposed cycleway routes. An electronic copy of the flier was also emailed to property owners and other parties identified as having an interest in the Dunedin Urban Cycleways programme. The availability of project information was also advertised via news and social media networks.

25 One-to-one meetings were held with business and property owners as requested. Notes were taken during these meetings, and business and property owners were also encouraged to provide feedback through the on-line form.

26 A consultation feedback summary is included as Attachment B. The summary was prepared by GHD consultants who have been engaged as technical consultants to the Dunedin Urban Cycleways project.

Summary of Submissions

27 A total of 52 submissions were received during the consultation period. Of these submissions, 40 (77%) supported or generally supported the proposal, while 8 (15%) did not.

28 The Automobile Association, University of Otago, and Southern District Health Board provided written submissions in support of the proposal.

29 The number and type of submissions received are summarised in Figure 1 below.

Figure 1 Summary of feedback – overall response

30 The main issues raised through consultation feedback were:

· car parking (19 comments)

· safety of designs (17 comments)

· bicycle parking (13 comments)

· traffic calming for speed management (12 comments)

· traffic congestion (7 comments), and

· separation along shared paths (6 comments).

31 On-street car parking was mentioned in 19 submissions. People who commented on car parking mainly expressed concern with loss of on-street parking in Anzac Avenue and in Albany Street.

32 The safety of the designs was raised in seventeen (17) submissions. People who commented on design aspects mainly expressed concern for the safety of cyclist and pedestrians where they felt the concept designs did not take this into account.

33 Specific issues relating to Anzac Avenue, Albany Street and the harbour connection are discussed below.

34 There were no specific issues raised in relation to the railway corridor extension, new Water of Leith bridge, Duke Street, Howe Street, Dundas Street, or Hanover Street concept designs.

Anzac Avenue

35 The main issues raised in response to the Anzac Avenue concept design related to parking, the safety of the designs and the need for traffic calming for speed management.

36 The consultation concept design proposed the loss of 14 4-hour pay and display car parks in Anzac Avenue. This loss of parking was of particular concern to local businesses and commercial tenants. Concerns about the proposed loss of car parking was compounded by the new Cobb and Co restaurant, the potential Cadbury World redevelopment, uncertainty over the future weekend use of the Cadburys Bow Street car park for the Farmers Market and a lack of parking circulation on week days caused by commuters parking all day.

37 A revised concept design has been prepared in response to consultation feedback. The revised design enables the existing on-street car parks to be retained, as well as the creation of five new on-street car park spaces at the St Andrews Street end of Anzac Avenue. Anzac Avenue is currently held under designation by the NZ Transport Agency and this design requires approval from the NZ Transport Agency prior to implementation.

38 The revised design is achieved by narrowing the proposed cycle lane and removing the on-road shoulder included on the consultation concept design. The revised design will appear more constrained which will assist in reducing traffic speeds, addressing concerns raised in some submissions. It also includes two pedestrian crossing points to improve safety for people crossing the road to and from the Farmers Market.

39 Should the revised concept design not be approved by the NZ Transport Agency, staff recommend that no works progress on Anzac Avenue at this time. Further discussions with NZTA will be held to consider options for Anzac Avenue as part of a wider Railway Station Precinct plan. Other comments received from business owners and commercial tenants indicated that 2-hour pay and display on-street car parking would better serve the area than the current 4-hour duration. There was also suggestion to change traffic flow on Anzac Avenue to one-way only.

40 DCC is working with NZ Transport Agency to improve conditions in the Railway Station Precinct area. It is anticipated that car parking and vehicle circulation in the area will be considered as part of a wider Railway Station Precinct plan.

Albany Street

41 The main issues raised in response to the Albany Street concept design related to the safety of the designs and parking.

42 A tour coach/bus stop is needed to be retained in Albany Street alongside Museum Reserve. The consultation concept design proposed cycle lanes with reflective lane dividers which a bus would cross to enter the bus stop. Cyclists would ride along the outside of a waiting bus, between the bus and the vehicle lane. The safety of this design was also raised in a safety audit.

43 A revised concept design has been prepared in response to consultation feedback and the safety audit. In the revised design cyclists would ride along the inside of a waiting bus, between the bus and the footpath. This design is currently used in Christchurch and was put forward as an option by the safety audit team. A picture showing this design in use in Christchurch in included as Attachment C.

44 In addition, the consultation design proposed the loss of six 4-hour pay and display car parking space on Albany Street. This loss of parking is of particular concern to the Otago Museum, as it is on top of car parking loss proposed by the SH1 one way pair cycle lanes project.

45 Staff discussed opportunities to improve parking management in the area with the Museum. Metered parking is currently located on both sides of Cumberland Street between Albany Street and St David Street, and for the full block of Union Street between Cumberland Street and Castle Street. In contrast, on-street parking is unrestricted in the parallel block on Castle Street and unrestricted in St David Street. St David Street is 400 metres from the Museum main entrance and a safe walk from the Museum, as no main roads need to be crossed.

46 The Museum encouraged the Council to improve parking management in the area, and indicated that changing parking in St David Street to 4-hour pay and display would help mitigate the loss of 4-hour pay and display on-street parking in the area as a result of cycleways development. Staff will follow up this request as part of St David Street improvements being made in conjunction with the SH1 Cycleway project.

Harbour connections

47 The main issues raised in response to the harbour connection concept design related to the safety of designs and separation between pedestrians and cyclists within Crosswharf Reserve between Fryatt Street and Birch Street.

48 The key issue within Crosswharf Reserve relates to older people and disabled people who are using this area being at risk of injury resulting from collisions between pedestrians and cyclists. The consultation concept design proposed to widen the current shared path along the upper section of Crosswharf Reserve from 2.5m to 3.2m and set street furniture back.

49 It is proposed to manage these concerns by signposting the lower section of Crosswharf Reserve ‘No Cycling’. The lower section can be accessed by stairs and ramps at both ends. The upper shared path section will be signed with courtesy signs reminding users to share the path.

50 In addition, there are a number of locations where cyclists will cross the road and pass busy vehicle entrances such as off-road car parks. Signage will be added to alert cyclists and motorists to potential conflict areas.

Portsmouth Drive

51 The main issues raised in response to the Portsmouth Drive concept design related to the separation between cyclist and vehicles along Portsmouth Drive.

52 The current shared path is separated from the vehicle lanes for the majority of the length by a landscape strip. However, from Orari Street to Strathallan Street there is no landscape strip and path users are at the same height as the road because drainage is provided by a dish channel.

53 It is proposed to manage these concerns by installing new kerb and channel along this section of Portsmouth Drive. This will provide grade separation by elevating path users above the vehicle lanes, in a similar way to a footpath.

Supporting Infrastructure

54 NZ Transport Agency’s Urban Cycleways Programme fund extends to supporting cycleway infrastructure including wayfinding signage and cycle parking.

55 Appropriate directional and wayfinding information for cyclists will be installed as part of this project, and include signage to existing cycle routes completed in previous years. A comprehensive signs and markings plan will be prepared to ensure consistent guidance is given to all road users where changes are proposed.

56 Comments were received in 13 submissions about where the Council should put bicycle parking. The locations for new cycle parking and the style of the infrastructure will be agreed with DCC’s urban design team and installed as part of this project. Directional signage will direct cyclists to cycle parking locations.

Preferred Option Concept Designs

57 Changes to some consultation concept plans have occurred following review of the submissions received and following subsequent feedback received from stakeholders. Concept designs have been prepared for a project preferred option showing:

a) Anzac Avenue (design change) - a 3m two-way cycleway on the south side with a separate footpath for pedestrians, and car parking on both sides of the road (subject to NZ Transport Agency approval), included as Attachment D.

b) Rail Corridor Extension (no change) – a 3m wide shared path with minor landscaping, included as Attachment E.

c) Water of Leith Bridge (no change) – a 3.5m wide pedestrian/cycle bridge, included as Attachment F.

d) Duke and Howe Streets (no change) – a shared road with sharrow markings and intersection thresholds, included as Attachment G and H.

e) Dundas Street (no change) - green advance stop boxes with cycle approach lanes, included as Attachment I.

f) Albany Street (design change) - on-road cycle lanes with reflective lane dividers and green advance stop boxes at intersections. Cycle bypass path inside bus stop with raised treatment to slow cyclists and bus passenger zone for passenger safety, included as Attachment J.

g) Hanover Street (no change) – a mid-block treatment that encourages reduced traffic speed, and green advance stop boxes at intersection, included as Attachment K.

h) A harbourside link with enhanced road markings and cycle lanes along Fryatt, Birch, and Kitchener Streets, a 3.2m wide path through Crosswharf Reserve between Fryatt and Birch Streets and the full length of the existing shared path on Portsmouth Drive that will be built up and resurfaced, included as Attachment L and M.

OPTIONS

58 Three options are put forward for consideration.

Option One – Recommended Option

59 The Committee approves the project preferred option to be submitted to NZ Transport Agency for funding approval which includes:

a) Dunedin Railway Station to a new bridge over Water of Leith near the mouth of the river via Anzac Avenue, the St Andrew Street carpark, alongside the railway corridor, and Wickcliffe Street;

b) The blocks between the SH1 one-way system (Duke, Howe, Dundas, Albany, and Hanover Streets);

c) A harbourside link along Fryatt, Birch, and Kitchener Streets, through Crosswharf Reserve between Fryatt and Birch Streets and the full length of the existing shared path on Portsmouth Drive

Advantages

· Enables timely submission of a Business Case to the New Zealand Transport Agency for funding approval to proceed to implementation.

· Likely to result in Dunedin benefiting from Urban Cycleways Programme funding which sees two thirds of project costs being met by the New Zealand Transport Agency.

· Responds to consultation feedback in support of Dunedin Urban Cycleways.

· Establishes safe cycle connections between the SH1 one way pair cycle lanes and completes the inner harbour section of a harbour circuit.

Disadvantages

· Will result in changes to the existing road network which may disadvantage some road users.

· The proposed programme does not make use of all of the urban cycleway funding available to DCC.

Option Two – Recommended Option with changes

60 The Committee approves the project preferred option with changes to be submitted to NZ Transport Agency for approval.

Advantages

· Likely to result in Dunedin benefiting from Urban Cycleways Programme funding which sees two thirds of project costs being met by the New Zealand Transport Agency.

· Will provide an increased level of service for cyclists in Dunedin.

Disadvantages

· Delays submission of a Business Case to New Zealand Transport Agency for funding approval to proceed to implementation.

· May present a risk to the project budget if changes result in a higher construction estimate.

· May present a risk to the project timetable if changes cannot be constructed by 30 June 2018.

· Likely to result in changes to the existing road network which may disadvantage some road users.

Option Three – Status Quo

61 The Committee does not approve any option.

Advantages

· Will retain the existing level of service for road users with no changes to the road network.

· Council will not need to spend its local share.

· No risk to Council of not completing construction by 30 June 2018.

Disadvantages

· Does not result in Council benefitting from Urban Cycleways Programme funding.

· Does not respond to consultation feedback in support of Dunedin Urban Cycleways.

· Unlikely to improve road safety for cyclists in Dunedin.

NEXT STEPS

62 Subject to approval of a preferred option by the Committee, staff will submit a Business Case to the New Zealand Transport Agency for funding approval to proceed to implementation.

63 On receipt of this approval, construction contracts will be tendered for construction to commence in December 2017.

Signatories

Author:

Susan Lilley - Senior Transportation Planner

Authoriser:

Richard Saunders - Group Manager Transport

Ruth Stokes - General Manager Infrastructure and Networks

Attachments

	Title	Page
a	Dunedin Urban Cycleways project flier	253
b	Consultation Feedback Summary	255
c	Bus stop design used in Christchurch	265
d	Anzac Avenue project preferred option	266
e	Railway Corridor Extension project preferred option	268
f	Water of Leith bridge project preferred option	274
g	Duke Street project preferred option	275
h	Howe Street project preferred option	276
i	Dundas Street project preferred option	277
j	Albany Street project preferred option	279
k	Hanover Street project preferred option	280
l	Harbourside link project preferred option	281
m	Portsmouth Drive project preferred option	298

SUMMARY OF CONSIDERATIONS

Fit with purpose of Local Government

This report relates to providing local infrastructure and it is considered good-quality and cost-effective.

Fit with strategic framework

	Contributes	Detracts	Not applicable
Social Wellbeing Strategy	☒	☐	☐
Economic Development Strategy	☒	☐	☐
Environment Strategy	☒	☐	☐
Arts and Culture Strategy	☐	☐	☒
3 Waters Strategy	☐	☐	☒
Spatial Plan	☒	☐	☐
Integrated Transport Strategy	☒	☐	☐
Parks and Recreation Strategy	☒	☐	☐
Other strategic projects/policies/plans	☐	☐	☒

Dunedin Urban Cycleways delivers on the Integrated Transport Strategy focus on safety and focus on travel choices.

Māori Impact Statement

Staff consulted with KTKO in relation to a new Water of Leith bridge and any potential impact to the river. The advice was that there were no major concerns for Te Rūnanga o Otakou. There are no other known impacts.

Sustainability

Making cycling safer and more attractive can contribute to sustainability.

LTP/Annual Plan / Financial Strategy /Infrastructure Strategy

The project is included in the Long Term Plan.

Financial considerations

Any costs associated with Dunedin Urban Cycleways have been met from existing budgets.

Significance

This decision is considered to be of low significance under the Significance and Engagement Policy.

Engagement – external

Staff have engaged with a number of key stakeholders during the development of the Dunedin Urban Cycleways project. This includes SPOKES, the Automobile Association, NZ Transport Agency, the Otago Regional Council and University of Otago. There has been support for the project from these stakeholders.

Engagement - internal

Feedback has been sought from Parks and Recreation and City Development (Urban Design).

Risks: Legal / Health and Safety etc.

If the project is not delivered by 30 June 2018, Urban Cycleways Programme funding may not be provided. There are no other known risks.

Conflict of Interest

There are no conflicts of interest.

Community Boards

This project is not in a Community Board area. The harbour connection, including the Water of Leith Bridge, will connect to planned and future cycleways projects that are strongly supported by the West Harbour Community Board and the Otago Peninsula Community Board.

[1]The DCC Reserves Bylaw & its Appendix A has classified these roads as having speed limits set by the DCC Speed Limits Bylaw. Currently the speed limit is 50 km/h as per the surrounding Dunedin City urban area.

Chairperson	Cr Kate Wilson
Deputy Chairperson	Cr Jim O'Malley
Members	Cr David Benson-Pope	Mayor Dave Cull
	Cr Rachel Elder	Cr Christine Garey
	Cr Doug Hall	Cr Aaron Hawkins
	Cr Marie Laufiso	Cr Mike Lord
	Cr Damian Newell	Cr Chris Staynes
	Cr Conrad Stedman	Cr Lee Vandervis
	Cr Andrew Whiley