DRAFT LTP book.indb - Hurunui District Council

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www.hurunui.govt.nzMaintenance and OperatingThe New Zealand Transport Agency (NZTA) subsidizes up to60% (confi rmed by NZTA as fi xed for Hurunui from July 2012to June 2015) of improvement projects such as seal extensionsand minor improvement works that meet its funding criteriaand requirements. A 50% fi nancial assistance rate (FAR) isconfi rmed for ongoing maintenance requirements to ensurewhole-of-life objectives of the asset are competently met.As a national core driver from central government, all roadcontrolling authorities are being tasked to manage their roadingassets with less and less subsidy funding. This means everyauthority must revisit the way they have done business in thepast and look hard at improving output effi ciencies, productivity,effectiveness of asset management decisions and resultant worksprogrammes, value-for-money and best for asset outcomes. Thereality is that councils are tasked to do “more (outputs) withless (money)” and ensure that the assets meet their fi t-forpurposeobjectives, whilst being affordable and pragmatic. Thisstrategic approach, across the country (applicable to both localand national highways), has resulted in essential works (needto have) being completed, with less latitude for lavish (nice tohave) outcomes. We are concerned about this reduced fundingapproach on a continued long-term basis, given that this has thelatitude to erode the asset life of the infrastructure, resultingin expensive renewal works that could have been mitigatedby prompt and timeously co-ordinated maintenance works,given the right level of subsidy funding. This situation is beingmeticulously monitored through asset condition ratings, visualinspections and customer service requests to ensure that theasset continues to meet the levels of service demanded by theratepayers of this district for transportation requirements.Consideration is required on the ongoing ownership andmanagement of very low traffi cked roads and bridges currentlyjustifi ed on a community and social basis. In consultation withthe Police and NZTA, we maintain and annually review a roadsafety strategy for the district, which is then implementedthrough an action plan.Assumptions and RisksIncreases in population, vehicle ownership, industrial growth anddevelopment in both the primary and value-added sectors, aswell as the popularity of our district as a tourist destination, allhave an impact on the use of our roads and footpaths.Increasing traffi c volumes are most signifi cantly expectedto impact on the district’s arterial road network and agingbridge structures. Project costs are based on current bestpractice, industry standards and local knowledge of materials,construction costs and geotechnical profi ling.Strategic planning, scoping of works, initial investigations,preliminary designs, cost estimates and forward work plans forthe roading network have been based on the assumption thatCouncil will qualify for funding from NZTA for certain roadrelatedcapital, improvement and maintenance projects. We haveallowed for infl ation adjustments to the roading costs (usingthe infl ation assumptions) and also assumed that NZTA willcontinue to meet their share of those costs that are currentlysubsidised, again based on the assumption that the subsidy ratewill not change over the ten year period. If NZTA do not includeinfl ation in future subsidies, we will have to pass the difference incosts to our ratepayers annually to maintain our current LoS. Ifwe don’t, this will leave us with a future fi nancial shortfall that isfurther susceptible to maintenance cost increases through peakoil and bitumen cost increases in particular. We can either putup our annual rates to provide more local unsubsidised fundsto keep our roads in their current condition, or we can acceptthat there will be a marked deterioration in our road conditions(structurally, appearance and driving quality) from 2015 onwards.The level of cost that has been allowed for in the Long TermPlan falls signifi cantly short of what was provided for in theAsset Management Plan (AMP) which was developed prior tothe change in NZTA funding. The difference over the ten yearsbetween what was scheduled in the AMP and what has beenprovided in the LTP amounts to a total of $15 million. Based onthe assumption that NZTA will provide the amount of subsidesallowed for in the LTP, should we incur the level of cost in theAMP, then that additional $15 million would need to be coveredby rates.Our asset register was been prepared based on the best availableasset management information. Some work still needs to be doneto 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 toaccurately predict the future needs and requirements to ensurecontinued sustainability and safe condition. Valuations shown foreach network asset type are as at 2012 and are prepared usingour historical cost estimates and current contract prices. Theseare approximate replacement values and may not refl ect marketvalues.We have a comprehensive Risk Management Strategy for theroading assets which identifi es risks such as land use change,seasonal impacts on roading requirements, fl uctuating oil pricesand quality supply and the effect to the bitumen and petroleumindustry, peak oil, climate change, demand for recreationalfacilities with associated access interlinks, the demand for cyclingas alternative transportation mode and geographic issues andinherent fault lines. The risk management strategy includes waysto mitigate these factors.Shared ServicesWe have a shared maintenance agreement with WaimakaririDistrict Council for Sicon (their maintenance contractor) toundertake 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 for92
Draft Hurunui Community Long Term Plan 2012 - 2022street lighting for economy of scale effi ciencies, and anotherone for network assessments with BECA.Community Outcomes1. A desirable and safe place to live2. A place with essential infrastructureGoals and Performance MeasuresGoals How we will achieve ourGoalsMaintain the Contract out roaddistrict’s roads to amaintenance andmonitor performancestandard appropriate accordinglyto their usePerformance Measures Current Situation 11/12 12/13 13/14 14/15 15+Hurunui roads will comparefavourably with the national ruralroad averages using the measuresshown below:The smoothness of our roadsThe percentage of rough roadsThe pavement roughness forsealed roadsOverall, our roads compared better than thenational average as shown below:Overall, our roads compared betterthan the national average as shownbelow:Smooth travel exposure - Hurunui’sroading network is 98% (better than thenational average of 85%The percentage of “rough” roads inHurunui is 5% and the national averageis 9% (a lower fi gure is better)The percentage of “rough” roads inHurunui is 5% and the national averageis 9% (a lower fi gure is better)√ √ √ √√ √ √ √√ √ √ √Undertake a residentssatisfaction surveyResidents consider the overallstandard of road maintenanceto be satisfactory (more than70%)Resident satisfaction levels haveimproved since 2007. In 2011 theywere 73% satisfi ed√ √ √ √Ensure that allbridges are safe andwell maintainedContract out bridgemaintenance andmonitor performanceaccordinglyReplace priority bridgestructures according tothe bridge replacementprogrammeBridge repairs have commencedafter a bridge structural componentreplacement programme was identifi ed√ √ √ √Financial SummaryA fi nancial summary for this activity is shown on the next page.Happy Valley Road, Emergency Preventitive Maintenance93
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DRAFT LTP book.indb - Hurunui District Council

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