Long Term Community Plan 2012-2022 - Hurunui District Council

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www.hurunui.govt.nz deferred to divert these funds back to essential maintenance works. So far, we have done much better than the national averages in all areas of our road performance assessment measures (roughness, smoothness and road integrity). We expect to remain above national average in these areas throughout the ten year period covered by this plan, given that all Road Controlling Authorities have been affected financially and more importantly, that we are not watching and waiting, but rather taking proactive steps to mitigate loss of asset life through rational and judicious decision making. We will continue to monitor our key performance indicators for road condition to establish if there is any loss of predicted asset life and the extent of any decline in levels of service. Over a long period of time, if our funding continues to be significantly less that our AMPs indicate, levels of service will gradually decrease. Increasing rates for roads in the future may be the only way to maintain current levels of service, or we could accept that a reduced level of service is necessary and decide what that will be. This is a problem we are not facing alone. Nationally, there are investigations into how we establish the point of critical failure for our roads so that we are able to proactively intervene. At this stage, we do not have the answers, but expect that this will continue to be a key issue when we review our long term plan again in three years. By then, with continued monitoring and exploring the how we can continue to do more for less, as well as on-going national discussion on this topic, we will have more information and options for consideration going forward. We have been undertaking only minor seal extensions over the past few years. The last major work was carried out on Woodbank Road, completed in 2010. We plan to take advantage of any external funds available or funding opportunities through the Road Seal Extensions Policy to reduce the length of unsealed roads in the district. Other processes for dust suppression will continue to be investigated. Bridge maintenance and replacements are also a priority focus during the next several years. Many timber bridges built after World War II are now nearly at the end of their economic lives, and will have to be replaced during the life of this plan. We have been working through a bridge replacement plan according to the priorities established after we contracted OPUS to investigate the state of our bridges in 2009. To date priority bridges which include Lyndon No.3 Bridge (Lyndon Road), MacFarlanes Bridge (Conway Flat Road), Humpback Bridge (Gore Bay Road), Williams Bridge (Glenmark Drive), Coops Bridge (Parkview Road), Gola Peaks Bridge (Virginia Road), Charwell No. 1 Bridge (Stag and Spey Road), Thompsons Bridge (Glenmark Drive) and Jamiesons Bridge (Megowans Road) have been completed. Bridges targeted for the 2012/2015 period include Broxton Bridge (Broxton Road), Mandamus Bridge (Tekoa Road), Lower Hurunui Swing Bridge (Blythe Road), Okuku Pass Bridge (Okuku Pass Road), Uphams Bridge (Conway Flat Road), Mid Waipara Bridge (Greys Road), Blythe No.1 Culvert (Blythe Road), Crossleys Bridge (Leader Road East), Brophys Bridge (Brophys Road), Armco Culvert (Ngaroma Road), Jacks Creek (Lake Sumner Road). Because of the significant costs associated with bridge maintenance and improvements, it may be a better solution to replace bridges with fords instead, subject to location and traffic counts. This will only be considered where there is low traffic volume and few people affected (sometimes there is only one household). Consultation with relevant people and sectors of the community will be done before any decisions such as this are made. A budget provision has been made for the bridge repairs. We have been working through a programme of installing School Active Warning Signs where schools are positioned on busy roads. Warning signs have been installed for Amberley, Cheviot, Amuri, Leithfield, Rotherham, Broomfield, Waiau, Waikari and Greta Valley Schools. Further signs are programmed for Hurunui College, Hanmer Springs, Waipara and Omihi during 2012/2015, at an approximately cost of $7,500 per sign. Roading challenges coming up include: • Binding up of metal material to unsealed roads so that they are sustainable and durable • Blending of metals to improve structural strength and enhanced mosaic aggregate interlocking • Improved open drains for land drainage requirements • Deciding on effective sealed road widths for improved traffic conveyance, and ways to reduce maintenance expenditure Funding Model Roads Operational Costs: • Council’s contribution is 100% District Rate for operations, roads and bridges known as the ‘Roading Rate’ Capital Costs: • Capital improvements above $100,000 may be funded by reserves or loans pursuant to the Council’s Internal Financing Policy • Other Capital Expenditure to be funded as operational • If a community wants new sealing work done that does not qualify for a government subsidy, the Road Seal Extension policy allows for ratepayers to meet 50% of the costs, with the Council contributing the remaining 50% from the General Rate • If any of the Capital Expenditure caters for future growth, then that portion of the expenditure that relates to growth may be funded from future users via Financial Contributions Footpaths Operational Costs: • Township maintenance 100% local amenity rate on ward or community rating area Capital Costs: • Township maintenance 100% local amenity rate on ward or community rating area 86
Hurunui Community Long Term Plan 2012 - 2022 Maintenance and Operating The New Zealand Transport Agency (NZTA) subsidizes up to 60% (confirmed by NZTA as fixed for Hurunui from July 2012 to June 2015) of improvement projects such as seal extensions and minor improvement works that meet its funding criteria and requirements. A 50% financial assistance rate (FAR) is confirmed for ongoing maintenance requirements to ensure whole-of-life objectives of the asset are competently met. As a national core driver from central government, all road controlling authorities are being tasked to manage their roading assets with less and less subsidy funding. This means every authority must revisit the way they have done business in the past and look hard at improving output efficiencies, productivity, effectiveness of asset management decisions and resultant works programmes, value-for-money and best for asset outcomes. The reality is that councils are tasked to do “more (outputs) with less (money)” and ensure that the assets meet their fit-forpurpose objectives, whilst being affordable and pragmatic. This strategic approach, across the country (applicable to both local and national highways), has resulted in essential works (need to have) being completed, with less latitude for lavish (nice to have) outcomes. We are concerned about this reduced funding approach on a continued long-term basis, given that this has the latitude to erode the asset life of the infrastructure, resulting in expensive renewal works that could have been mitigated by prompt and timeously co-ordinated maintenance works, given the right level of subsidy funding. This situation is being meticulously monitored through asset condition ratings, visual inspections and customer service requests to ensure that the asset continues to meet the levels of service demanded by the ratepayers of this district for transportation requirements. Consideration is required on the ongoing ownership and management of very low trafficked roads and bridges currently justified on a community and social basis. In consultation with the Police and NZTA, we maintain and annually review a road safety strategy for the district, which is then implemented through an action plan. Assumptions and Risks Increases in population, vehicle ownership, industrial growth and development in both the primary and value-added sectors, as well as the popularity of our district as a tourist destination, all have an impact on the use of our roads and footpaths. Increasing traffic volumes are most significantly expected to impact on the district’s arterial road network and aging bridge structures. Project costs are based on current best practice, industry standards and local knowledge of materials, construction costs and geotechnical profiling. Strategic planning, scoping of works, initial investigations, preliminary designs, cost estimates and forward work plans for the roading network have been based on the assumption that Council will qualify for subsidy funding from NZTA for certain road-related capital, improvement and maintenance projects. Inflation has not been allowed for in NZTA’s funding assistance into the future and councils have been tasked to manage the cost impact. If we maintain the current rates take for road maintenance and not provide for the effects of escalation, then less money will be spent on physical maintenance works thus leaving the road asset at critical risk of failure and loss of asset life. Compound this with the effects of Peak Oil (and the resultant bitumen cost increases) and drainage and environmental impacts, then the situation becomes more bleak. We either put up our annual rates to provide more local unsubsidised funds to keep our roads in their current condition, or we can accept that there will be a deterioration in our road conditions (structural, appearance and driving quality) from 2013/2014 onwards. The level of cost that has been allowed for in the Long Term Plan falls significantly short of what was provided for in the Asset Management Plan (AMP) which was developed prior to the change in NZTA funding. The difference over the next ten years between what was scheduled in the AMP and what NZTA have provided, less than what was requested in the Regional Land Transport Programme (RLTP), the shortfall is now closer to $18 million, which would need to be covered by rates. Our asset register was been prepared based on the best available asset management information. Some work still needs to be done to ascertain the exact relevant details of all of the roading assets, and to be able to accurately ascertain their current condition, current serviceability and future useful life, and from there to accurately predict the future needs and requirements to ensure continued sustainability and safe condition. Valuations shown for each network asset type are as at 2012 and are prepared using our historical cost estimates and current contract prices. These are approximate replacement values and may not reflect market values. We have a comprehensive Risk Management Strategy for the roading assets which identifies risks such as land use change, seasonal impacts on roading requirements, fluctuating oil prices and quality supply and the effect to the bitumen and petroleum industry, peak oil, climate change, demand for recreational facilities with associated access interlinks, the demand for cycling as alternative transportation mode and geographic issues and inherent fault lines. The risk management strategy includes ways to mitigate these factors. Shared Services We have a shared maintenance agreement with Waimakariri District Council for Sicon (their maintenance contractor) to undertake the maintenance of Okuku Pass Road and Balcairn/ Amberley Road, which is a shared road with both Districts. The costs are shared between both Councils. We also have a shared service contract with Mainpower for street lighting for economy of scale efficiencies, and another one for network assessments with BECA. 87
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About the Plan Introduction The Loc
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Phone: 03 314 8816 Fax: 03 314 9181
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Long Term Community Plan 2012-2022 - Hurunui District Council

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