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Roading AMP 2018-28
Effective Date: 1 July 2018
STATUS: DRAFT
May 2018 REV 2.0 PAGE 1
WAITAKI DISTRICT COUNCIL
Waitaki District Council
Roading Activity Management Plan 2018-28
Effective Date: 1 July 2018
Prepared for: Waitaki District Council
Roading AMP 2018-28
Effective Date: 1 July 2018
STATUS: DRAFT
May 2018 REV 2.0 PAGE 2
WAITAKI DISTRICT COUNCIL
Quality Assurance Statement
Waitaki District Council Private Bag 50058 20 Thames Street Oamaru
Project Director: Michael Voss
Project Manager: Gary Woock
Prepared by: Gary Woock
Reviewed by: Michael Voss
Approved for issue by: Gary Woock
Document Control WDC Sharepoint Roading/Network Asset Management/WDC Roading Activity Management Plan
2018-28
Rev No. Date Revision Details Prepared by Reviewed by Approved by
1.0 11/01/2018 DRAFT GW
2.0 1/05/2018 DRAFT GW
Roading AMP 2018-28
Effective Date: 1 July 2018
STATUS: DRAFT
May 2018 REV 2.0 PAGE 3
WAITAKI DISTRICT COUNCIL
Table of Contents
TABLE OF CONTENTS ......................................................................................................................................... 3
OUR SIGNIFICANT RISKS AND OPPORTUNITIES ................................................................................................. 6
1.1 WHAT IS THE PURPOSE OF A ROAD? ................................................................................................................ 11
1.2 ONE NETWORK FOR CUSTOMERS ................................................................................................................... 11
2 OUR CURRENT PERFORMANCE ............................................................................................................... 13
2.1 ROAD SAFETY ............................................................................................................................................. 14
2.2 FINANCIAL PERFORMANCE ............................................................................................................................ 16
Financial Assistance Rates (FAR) .................................................................................................... 17
2.3 STRATEGIC AND CORPORATE GOALS ............................................................................................................... 17
2.4 OUR LEGISLATIVE REQUIREMENTS .................................................................................................................. 18
2.5 SECTION 17A REVIEWS ................................................................................................................................ 19
2.6 SETTING THE LEVEL OF SERVICE ..................................................................................................................... 19
EXPECTATIONS IN THE COMMUNITY ARE IMPORTANT IN DETERMINING FUTURE LEVELS OF SERVICE AND IN ASSESSING HOW WELL
COUNCIL IS PERFORMING WITH RESPECT TO CURRENT LEVELS OF SERVICE. THE COUNCIL’S KNOWLEDGE OF CUSTOMER EXPECTATIONS
AND PREFERENCES IS BASED ON: ................................................................................................................................ 19
3 OUR TRANSPORTATION ASSETS AND SYSTEMS ....................................................................................... 24
3.1 OUR ASSET MANAGEMENT SYSTEMS (AMS) ................................................................................................... 25
3.2 CONSULTATION .......................................................................................................................................... 25
3.3 OUR RESOURCES ........................................................................................................................................ 26
4 ROAD CLASSIFICATIONS AND SERVICE LEVELS ......................................................................................... 29
4.1 ONE NETWORK CLASSIFICATIONS ................................................................................................................... 33
National Roads ............................................................................................................................... 33
Regional Roads .............................................................................................................................. 34
Arterial Roads ................................................................................................................................ 35
Primary Collector Roads ................................................................................................................. 36
Secondary Collector Roads ............................................................................................................. 37
Access Roads .................................................................................................................................. 38
Low Volume Access Roads ............................................................................................................. 39
5 FUTURE TRAVEL DEMAND AND MANAGEMENT ...................................................................................... 40
5.1 DEMAND DRIVERS ...................................................................................................................................... 40
5.2 DEMAND FORECASTS ................................................................................................................................... 41
Population ...................................................................................................................................... 41
Demographic.................................................................................................................................. 42
Land Use ........................................................................................................................................ 42
Changing Climate ........................................................................................................................... 43
Customer Expectations .................................................................................................................. 43
5.3 MANAGING DEMAND .................................................................................................................................. 43
6 PROGRAMME OF WORK (FINANCIALLY ASSISTED) .................................................................................. 45
6.1 RESILIENCE IMPROVEMENTS .......................................................................................................................... 45
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WAITAKI DISTRICT COUNCIL
Rural Resilience Waitaki project .................................................................................................... 45
River Training ................................................................................................................................. 45
Small bridge replacements............................................................................................................. 45
Unsealed roading network ............................................................................................................. 46
Aggregate resources ...................................................................................................................... 46
6.2 EFFICIENCY IMPROVEMENTS.......................................................................................................................... 46
Rural Resilience Project .................................................................................................................. 46
Streetlighting LED upgrade ............................................................................................................ 46
Roading Network Plan ................................................................................................................... 47
Collaboration in Asset Management Delivery ............................................................................... 47
In-house RAMM maintenance and updates .................................................................................. 47
Unsealed metalling performance driven over cyclic ...................................................................... 47
Unsealed metalling aggregate....................................................................................................... 47
Unsealed intersections ................................................................................................................... 48
Use of coldmix asphalt ................................................................................................................... 48
Increase in traffic count programme ............................................................................................. 48
Vegetation Maintenance ............................................................................................................... 48
Dust Mitigation .............................................................................................................................. 48
Renewals Programme Optimisation .............................................................................................. 49
Bridge Maintenance Programme ................................................................................................... 49
Roadmarking.................................................................................................................................. 49
6.3 ACCESS IMPROVEMENTS .............................................................................................................................. 49
Bridge Renewal Programme .......................................................................................................... 49
Kakanui Point Bridge ...................................................................................................................... 49
Springfield Road ............................................................................................................................. 50
Moeraki .......................................................................................................................................... 50
Waianakarua Road Re-alignment .................................................................................................. 50
Coastal Roading (Rural) ................................................................................................................. 50
Coastal Roading (Urban) ................................................................................................................ 50
Holcim Roading Improvements ...................................................................................................... 50
Walking and Cycling....................................................................................................................... 51
Footpath maintenance and renewals ............................................................................................ 51
6.4 SAFETY IMPROVEMENTS ............................................................................................................................... 51
Community Road Safety Activities ................................................................................................. 51
Seal Widening ................................................................................................................................ 51
Low Cost Low Risk Improvements .................................................................................................. 52
6.5 AMENITY IMPROVEMENTS ............................................................................................................................ 52
Harbourside Projects ...................................................................................................................... 52
Reconstruction of Itchen Street ...................................................................................................... 52
6.6 TRAVEL TIME RELIABILITY IMPROVEMENT ........................................................................................................ 52
Customer Communications ............................................................................................................ 52
7 PROGRAMME OF WORK (NON-FINANCIALLY ASSISTED) ......................................................................... 53
Carpark Maintenance .................................................................................................................... 53
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Footpath Maintenance .................................................................................................................. 53
Retaining Structures Maintenance ................................................................................................ 53
Pest Plants...................................................................................................................................... 53
Rural General ................................................................................................................................. 53
Township Works ............................................................................................................................. 54
Road Legalisation ........................................................................................................................... 54
Targeted Maintenance .................................................................................................................. 54
Coastal Erosion .............................................................................................................................. 54
Recoverables .................................................................................................................................. 54
8 COST OF SERVICE PROVISION .................................................................................................................. 54
8.1 CURRENT COST .......................................................................................................................................... 54
8.2 FUTURE COST ............................................................................................................................................ 56
Operations and Maintenance (Financially Assisted) ...................................................................... 57
Renewals (Financially Assisted) ..................................................................................................... 59
New Assets and Transport Planning (Financially Assisted) ............................................................ 61
Maintenance and Operations of Local Roads (Non-financially assisted) ....................................... 63
Renewal of Local Roads (Non-Financially Assisted) ....................................................................... 65
Township Works (Non-financially Assisted) ................................................................................... 67
Amenity Works (Non-Financially Assisted) .................................................................................... 69
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Effective Date: 1 July 2018
STATUS: DRAFT
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WAITAKI DISTRICT COUNCIL
Our Significant Risks and Opportunities
As government investment decreases and external pressures on the transportation network increase,
WDC is faced with the challenging task of maintaining ‘fit for purpose’ service levels for the community.
The significant issues currently faced by WDC include:
Reduced investment (NZTA funding assistance rate down by 1% to 55% from 20118/19, and
change to emergency works; less than 100k to be funded out of RLTP allocation. Combined
events over $100k will qualify for emergency works )
Increasing effects of climate change (more frequent and severe storm events eg July 2017 event
was in excess of $1M and ex-cyclone Gita in 2018)
Changing customer demand (heavier vehicles including increase for Class1, 50max,HPMV’s,
tankers, mobility access, etc.)
An ageing roading network including more posted bridges unable to carry heavy vehicles
Increasing customer expectations vs rates
These issues set the strategic context for the WDC Roading Activity Management Plan and highlight the
areas of focus for the remainder of the document. The challenges that we face demand that we achieve
network efficiencies to enable the delivery of fit for purpose solutions. Network efficiencies are often
thought of as receiving “more for less”, however WDC focus on assessing the broader purpose of each
element of the roading network within the district, i.e. What purpose does the road serve? How does the
road benefit the district? What type of vehicles are travelling on it? How many people does the road
serve? Our efficiency focus will be to consider how each work activity helps to maximise the life of our
assets and achieve the intended purpose of that asset. Prioritisation and justification of work will be key
to ensuring that each component, and the network as a whole, is delivering the outcomes that Waitaki
desires. Table 1 overleaf details the significant risks, the response and the outcomes..
Funding Pressures
Increasing Network Pressures
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TABLE 1: SIGNIFICANT ISSUES ON THE WAITAKI ROADING NETWORK
Pressure State Risk Response Outcome
Economic Growth and Productivity
CLIMATE CHANGE 1. The resilience of our
transport network is exposed to regular and increasingly severe weather events.
2. The effects of coastal erosion are already being seen in parts of the district through the loss of roads.
1. Longer flooding periods due to
higher groundwater resulting from irrigation and more severe events.
Delays in re-opening of roads after weather events (resilience).
Inaccessible areas 2. Loss of assets – permanent in
some cases.
1. Council approved $3M of funding for drainage
maintenance, renewals and improvements which has been completed for $1.89M (Rural Resilience Project). Network resilience is understood and communicated. Priority – High, Urgency - continuous 10 yrs.+
2. Council has a strategy in place that provides for $50,000 each per annum to secure the urban & rural roading network where affected by coastal erosion. Council accepts that it may be uneconomic to preserve all assets and that some may be lost. Priority – Medium, Urgency 0-3 yrs. Enhanced communication and consultation with the community. Priority – Medium, Urgency 0-3 yrs.
3. Need for greater engagement with NZTA re One Network Approach Priority – Medium, Urgency 0-3 yrs.
1. The July 2017 created significant flooding within Oamaru
and the District with an event in excess of 1:100 years. The damage to the roading network was less than $1M and without the Rural Resilience Project would have been well in excess of $1M. The primary benefit was that the roading network was available to traffic a lot sooner than in previous events.
2. The coastal erosion strategy has enabled critical points of the roading network to be addressed. NIWA are currently mapping the 100 year coast line which will enable Council to make more informed decisions regarding coastal erosion.
3. Strategy to be redefined as part of the District Plan
CHANGING DEMAND
1. Commercial land use change is altering the traffic composition on rural roads. Tankers, new 50max and HPMV rules, and larger farming equipment are leading to heavier and wider vehicles. This opportunity also creates greater wear and tear on existing assets and safety concerns for road users.
1. The condition of our assets
may decline more rapidly.
1. Prioritise roads to be maintained and/or improved using advanced asset management tools (RNP, ONRC and dTIMS), to ensure the best return on investment of our available funds. Priority – High, Urgency – continuous 10 yrs.+
2. Review of Levels of Service to ensure they are appropriate, achievable and in line with the expectations and requirements of the One Network Road Classification. Priority – High, Urgency 0-3yrs
3. Council is providing infrastructure to cater for tourism e.g. tourist routes, car parks and facilities. Priority – Medium, Urgency-0-3 yrs.
1. Council’s latest dTims report suggests that the existing investment in the road network is appropriate at the moment and that degradation of the network will occur in the long term. Council needs to complete more analysis before requesting increased investment. Bridge renewal works are prioritised to ensure maximum availability for 50max and HPMV vehicles.
2. ONRC Customer Levels of Service (Figure 18 Pg 37) within Cost Efficiency are excellent. Amenity has some concerns with roughness which will improve slowly with pavement smoothing and rehabilitation.
3. Council has applied for investment from Tourism, and will also allocate investment from Low Cost Low Risk to cater for tourist vehicles and ensure their safety within the roading network.
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Pressure State Risk Response Outcome
CHANGING DEMAND (cont)
Forestry and logging activities within the Waitaki District are also having an impact on the roading network.
2. These changing demands are impacting on Levels of Service
3. Tourism within New Zealand has increased exponentially. This has filtered into the regions including Waitaki.
4. An ageing population greater than the national average has different needs including good footpaths, cycleways and car parking in urban and peri-urban areas.
5. Oceana Gold land-use consents enable mining activities in the Waihemo ward of the District for an additional 10 plus years. Completion of operations and withdrawal from the district will have a significant impact on the revenue stream of Council’s rates component.
6. Meridian Energy, as a result of roads inundated by man-made lakes within the Waitaki River catchment, also make a significant contribution to the revenue stream of Council’s rates component.
2. This leads to increased
maintenance and renewal costs, offset by an increase in economic productivity.
3. Safety risks on narrow roads may increase
4. Mobility and safety issues in urban areas for ageing population (population over 65 years of age will increase from 22% to 36% by 2030).
5. Reduced income from Oceana Gold resulting in increased rates and road maintenance.
6. Reduced income from Meridian Energy resulting in increased rates
4. Work with CCS disability to address mobility
issues and make things more user friendly for our
customers, particularly the elderly. Increasing awareness of footpath condition and hazards and
continue to enhance walking and cycling modal options. Priority – Medium, Urgency – continuous 10 yrs. +
5. Reduced revenue streams from Oceana Gold will have a significant impact on Council and the NZ Transport Agency as a co-investor of the roading network in the Waitaki District. Priority – Low, Urgency – 3-10 yrs.
6. Reduced revenue streams from Meridean Energy will also have a significant impact on Council and the NZ Transport Agency as a co-investor of the roading network in the Waitaki District. Priority – Low, Urgency -
4. Council includes an annual project within Low Cost
Low Risk to address and improve mobility issues within the network. Council has also allocated money to an assessment for the Oamaru to Palmerston cycle track as well as continuing the Harbourside track along Humber Street to Waitaki Boys and the north end of Oamaru.
5. Fortunately for Council, Oceana Gold have been able to extend their land-use consent and expand their operations. Length of operations will be determined by quality of source and demand for gold. Council is hopeful that the operation will continue as long as possible.
6. Renewable energy to supply the national grid will always be required providing a continuous revenue stream particularly now that Council looks after 14km of Meridian Energy roads.
Council will need to consider bullets 5 and 6 above and ensure appropriate arrangements within the Long Term Plan and the 30 year Infrastructure Strategy in case the revenue stream does decrease in the future.
Roading AMP 2018-28
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WAITAKI DISTRICT COUNCIL
Pressure State Risk Response Outcome
Road Safety SAFETY 1. Only half of 2015/16 WDC
Residents Survey respondents are satisfied that WDC roads are safe to travel on.
2. Customers are at higher risk due to changing demand on the network.
3. The trend of several communities at risk categories is negative
1. Increase in serious and fatal
crashes 2. Increase in personal and
collective risk 3. Deterioration of network
resulting in increased safety risk
4. Additional investment required to improve safety of the roading network
1. Options to improve Safety;
Address issues in the Safety Deficiency Database at an increased rate. LCLR programme has increased to enable this.
Widen the existing seal in high risk and priority locations as per ONRC. (programme currently underway) Priority - High
2. Monitor performance against ONRC levels of service and respond accordingly. Undertake KiwiRAP assessments and / or a Risk Register. Priority - High
3. Increased road safety budget to expand programmes and improve rankings in communities a risk register. Priority - High
1. Low Cost Low Risk investment has doubled to address
the safety concerns. 2. There are some real concerns with Safety, in particular
Personal Risk, that needs to be addressed. (as shown in Figure 18 Pg 37)
3. More targeted activities within the communities at risk register and measure success annually.
Value for Money
INVESTMENT
1. For emergency reinstatement works, Investment requirements are that the works total more than $100,000 per event for financial assistance at normal rate or greater than 10% of the annual programme for escalated financial assistance rate of additional 20%. Approximately $5.6M has been spent over the past 7 years on emergency reinstatement.
2. Network demands are increasing placing pressure on financial resources.
1. Current funding is insufficient to
address existing concerns. 2. Levels of service may not be
achievable with reduced funding.
3. Rates will need to increase to achieve desired levels of service
1. Council has a Disaster Fund to ensure that there are financial resources to cover local share of emergency events greater than $100,000 Priority - High, Urgency - 10 yrs. +
Options for providing value for money and efficiencies;
Roll over contracts where rates are good in order to lock rates in for an extended period.
Invest in network resilience through continued drainage improvements.
Utilising Advanced Asset Management tools (RNP and dTIMS) to prioritise spending and optimise existing assets.
Increase collaboration and centres of excellence to share costs, resources and knowledge.
Ensure appropriate resource levels (capability, capacity and succession) to manage the network and contracts.
Priority - High, Urgency - 10 yrs.+
1. Council’s Rural Resilience Project has paid dividends in ensuring that the road network has a higher capacity to accommodate emergency events.
NIWA are currently mapping the 100 year coast line which will enable Council to make more informed decisions regarding coastal erosion and the associated investment.
2. Ongoing monitoring of network demands to provide a
more flexible environment so that immediate issues can be prioritised in line with ONRC and Roading Network Plan.
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WAITAKI DISTRICT COUNCIL
Pressure State Risk Response Outcome
LOW CUSTOMER
SATISFACTION: 1. Customer satisfaction
remains low at 35% in 2015/16. A related issue is the raised expectations of stakeholders and customers. This is Council’s biggest indicator of satisfaction and customer service.
1. Is cost to increase customer satisfaction affordable?
2. Desire to have more roads sealed but NZTA will not co-fund seal extensions unless there is a significant safety improvement.
3. Rates likely to increase to achieve levels of service.
1. Consultation with the community to determine priorities and discuss expectations. Priority - Medium, Urgency - 0-3 yrs. Review of Levels of Service to ensure they are appropriate, achievable and in line with the One Network Road Classification requirements. Priority - High, Urgency - 0-3 yrs.
1. Improve efficiencies, communication and innovative thinking Priority - Medium, Urgency - 0-3 yrs.
1. Council has prioritised investment for 2018-21 to areas of immediate concern ie seal widening, traction seals, rural road improvements to immediately improve resident satisfaction levels with smaller investment in retaining walls and walking and cycling.
Additional strategic priorities defined in the GPS
1. Supporting economic growth in the regions.
2. Enhancing resilience. 3. Supporting intermodal
connections. 4. Providing clarity around
expectations for the treatment of environmental impacts.
5. Using innovation and technology to improve benefits and achieve the outcomes.
1. Poor roading network resulting in increased costs for customers and businesses.
2. Slow implementation of ONRC 3. No new modal opportunities 4. Costs of addressing
environmental impacts are too onerous
5. No advances in technology
6. Council and the community makes a good contribution to regional development by ensuring a good roading network. Priority - High, Urgency - 0-3 yrs.
7. Council in conjunction with ONRC are addressing resilience. Priority - High, Urgency - 0-3 yrs.
8. Council has a walking and cycling strategy in
place. Priority - Medium, Urgency - 0-3 yrs.
4. Council is currently reviewing storm water management off roads in the Ecan area. Priority - High, Urgency - 10 yrs.+
5. Council has 2 smart apps for mobile phones to make it easier to review availability of the roading network in emergencies and easier to log customer requests and complaints. Priority - Medium, Urgency - 3-10 yrs
1. Council will continue with regional development and will be seeking investment where possible eg MBIE
2. Council’s Rural Resilience Project has certainly contributed to enhanced resilience in the drainage area.
3. Construction of the Humber Street walking and cycling track identified in the 2018-21 RLTP.
4. Storm water management plan to be in place by 30 June 2018.
5. In addition to the two mobile phone apps, Council also uses Roadroid to objectively assess the roughness and condition of unsealed roads in customer requests and complaints.
6. Council will continue to assess whether there are other proprietary apps that could be utilised to give additional benefit.
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WAITAKI DISTRICT COUNCIL
1.1 What is the purpose of a road?
The significant challenges we face have led us to focus on the core elements that deliver customer value
and that befit the primary purpose of a road from the customer’s perspective. Roads connect people
with destinations and they are lines of communication. Roads link goods and freight between land and
markets. Without a reliable roading network, much of the economic activity within our district and country
would not be possible. What we do as a service provider should not compromise this purpose. On this
basis, our strategic goal for the 2018-28 Long Term Plan is: Growing Waitaki – the best place to live,
work and play.
1.2 One Network for Customers
The average ratepayer, resident, or visitor does not differentiate between roads managed by WDC and
those managed by our neighbouring councils or State Highways. Whether it’s flooding in Waitaki and
Dunedin, dry dusty roads in Central Otago, or snow in Queenstown Lakes, all communities face their
own challenges when it comes to managing their roading networks. Despite dealing with different
challenges, the goal of each roading authority remains the same.
We understand this and recognise the need to shift our thinking to a delivery model that is more focussed
on customer outcomes. We are transitioning from a model of funding for roads, to one of investing for
outcomes. This is a national initiative lead through collaborative efforts in the industry.
Previously, each council was responsible for the independent management of their own roading network.
This led to variability in the levels of service experienced between neighbouring councils, and even
between local roads and State Highways within the same district. The Road Efficiency Group, a
collaborative effort between Local Government and the NZ Transport Agency, is implementing One
Network Road Classifications (ONRC). These classifications define a road based on its function and will
help local councils and the NZ Transport Agency to plan, invest in, maintain and operate the road
network in a more strategic, consistent and affordable way throughout the country.
The goal of the ONRC is to bring the focus back to the purpose of the roads. What function does the
road play within the context of our community and the greater national network?
How many people use this road on a daily basis?
Is this road the main route to the closest hospital?
Does this road mainly serve to allow me to get from my house to larger roads (collectors or
arterials)?
Does this road link me with a neighbouring town/city (Dunedin, Timaru, etc.)?
Is this a tourist route?
Does this road take freight to port?
Does this road also serve as a main cyclist route for our community?
These sorts of questions, along with various other parameters, will allow us to bring the focus back to
the purpose of the road and categorise each road appropriately.
The One Network Road Classifications is broken down into 6 groups as shown in Table 2:
Table 2 ONRC Classifications
ONRC Waitaki Example WDC Customer
National None managed by Waitaki District Council Freight (regional and local)
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ONRC Waitaki Example WDC Customer
Regional None managed by Waitaki District Council but
includes SH1 through the District
Tourism
Commuter
Arterial None managed by Waitaki District Council but
includes SH83 & SH85 through the District
Primary Collector Urban – Thames Street
Rural – Nil
Secondary Collector Seven Mile Road`
Access Urban – Roseness Street
Rural – Papakaio Road
Heavy Commercial Vehicles –
forestry
Resident/local traffic Access Low Volume
(subset of Access Roads)
Sealed – Wilson Road
Unsealed – Windsor Park Road
Due to the rural nature of our district, the majority of roads within the Waitaki District are Access and
Low Volume Access roads.
The ONRC has established provisional Customer Level of Service outcomes (CLoS) with a focus on
four main aspects:
Mobility (including travel time reliability, resilience, and optimal speeds)
Safety
Amenity
Accessibility
These outcomes encompass the main features that road users will experience when using the
transportation network. As all councils begin implementing the ONRC, customers should experience
more consistent outcomes within the district and across the country. Additionally, with consistent service
experiences, we expect to see more consistent costs to provide these services.
Section 4 describes the Waitaki District roading network in the context of what customers can expect to
encounter on roads in each given ONRC classification.
The focus of this approach remains on the economic and social role that each road plays in our
community, district, and country and that this role is fulfilled at a cost that is affordable and optimised for
efficiency.
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2 Our Current Performance
WDC has set their level of service through consultation with its customers and stakeholders.
Performance indicators and measures have also been developed as well as some mandatory measures
set by DIA to assess performance against service levels and standards. This requires a clear
understanding of customers’ needs and preferences balanced against the council’s ability to fund those
needs.
The 2013 results saw a sharp decline in satisfaction in the roading network and has highlighted
numerous areas for improvement. The 2014 survey saw this trend in roads reversed and the 2015 survey
made a strong jump back to achieving customer’s satisfaction. Unfortunately, satisfaction in 2016 has
plummeted to below that of 2013. Council is really focussed on trying to improve and reach the target
level of service of 70% satisfaction.
The decline in condition of footpaths was largely attributed to installation of ultra-fast broadband and
dissatisfaction of customers where there are no footpaths available. These issues have being mostly
addressed as Council recognises the demographic change in the Waitaki District and the need for a
good footpath network. The results of the 2014/15 survey increased back up to 51% and it has remained
relatively stable since then.
The main issues highlighted as causes of dissatisfaction were:
Rural sealed and unsealed gravel roads are;
in poor condition, and need upgrading
are potholed, rough, bumpy and uneven
compromised by poor quality of work, materials and patching
The majority of these issues are in line with the network pressures discussed earlier, including changing
demand, climate change and customer expectations.
FIGURE 2: RESIDENT SATISFACTION WITH THE STANDARD OF LOCAL ROADS IN WAITAKI
(WDC Annual Resident Surveys)
0%
20%
40%
60%
80%
100%
Resident Satisfaction with the standard of local roads in the Waitaki District
YearSatisfied/Very SatisfiedNeither Satisfied or DissatisfiedDissatisfied/Very DissatisfiedTarget
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FIGURE 3: RESIDENT SATISFACTION WITH THE STANDARD OF FOOTPATHS IN WAITAKI
(WDC Annual Resident Surveys)
Note that after 2016 this is no longer a question in the annual resident survey
The Land Transport activity aims to improve customer satisfaction and enable economic growth
opportunities within a setting of reduced funding.
2.1 Road Safety
Road safety performance was monitored using customer satisfaction surveys until 2015 and no longer
after that. The One Network Road Classification has performance measures around road safety which
are primarily based on the NZTA crash analysis reports which are released annually. This will assist
WDC to identify transport improvements that will reduce crash severity and frequency and which are
also used for the mandatory performance measures set by Department of Internal Affairs.
The total number of local road and SH’s crashes resulting in injury has trended down since 2008. Despite
this, there was a small spike in 2011/12 of serious crashes which reduced thereafter. In 2015/16 there
was a significant spike in fatal crashes which has led to an increase in the trend for fatal crashes.
Although Waitaki District has experienced a decline in serious and minor crashes on our roads since
2002, Driver Distraction, Fatigue, Older Drivers, Young Drivers, Alcohol and Drugs, Straights, Bends
and Intersections remains a continued area of concern.
Addressing the increasing trend in fatal crashes is a high priority for Council and NZTA. There is no
apparent trend with fatal crashes other than speed with distractions and restraints big factors.
0%
20%
40%
60%
80%
100%
Resident Satisfaction with footpaths in the Waitaki District
YearSatisfied/Very SatisfiedNeither Satisfied or DissatisfiedDissatisfied/Very DissatisfiedTarget
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FIGURE 4: INJURY CRASHES ON WAITAKI ROADS
Source: NZTA Crash Analysis System – information by financial year
The Road Safety Action Plan will also be implemented to address these concerns as prioritised by the
Communities at Risk Register. Figure 5 below shows how variable activities can be with rural roads, all
intersections and motorcycling being the most significant activities requiring attention.
There are areas of medium concern, fatigue, distraction and pedestrians. There is also emerging focus
around older drivers and restraint use.
For more information around road safety and activities, Council’s current Road Safety Action Plan is
available for scrutiny. An updated version is in place for the 2018-21 RLTP.
Note that the draft GPS (2018) will be updated in 18 months to reflect the new Vision Zero and replace
the 2010-20 Safer Journeys strategy.
2002-03
2003-04
2004-05
2005-06
2006-07
2007-08
2008-09
2009-10
2010-11
2011-12
2012-13
2013-14
2014-15
2015-16
Fatal Crashes 1 5 2 1 2 3 4 7 4 3 4 1 3 9
Serious Crashes 37 31 29 21 21 14 29 12 17 21 13 14 14 18
Total Serious and Fatal Crashes 38 36 31 22 23 17 33 19 21 24 17 15 17 27
0
5
10
15
20
25
30
35
40Injury crashes - Local Roads & State Highways
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FIGURE 5: COMMUNITIES AT RISK REGISTER
2.2 Financial Performance
In terms of our current financial performance, the quantity (both cost and quantity) of maintenance,
renewal and new capital works are monitored and reported annually to NZTA in the Annual Achievement
Returns report. These statistics allow for benchmarking versus other similar councils.
ONRC also has measures in place to assess financial performance. The 2016 and 2017 figures
suggested that overall, WDC provides a very cost effective service in the peer group.
Currently, each roading authority is in charge of managing its roading network to its own levels of service.
This leads to variability in levels of service and, accordingly, variability in the cost to deliver the roading
networks. Figure 6 shows the amount of NZTA-subsidised funding that various rural roading authorities
spend per kilometre of their network. It also shows the $/vkt which is the dollars spent per vehicle
kilometre travelled on their network. This measure should account for the costs that are incurred due to
higher traffic loadings on networks.
This indicates that WDC’s subsidised expenditure over the past 10 years has been below average for
the physical size of its network and for the number of kilometres travelled on the network. However it is
difficult to determine whether these differences are due to varying levels of service, contract rates,
weather influences, or other factors. As we shift to a One Network approach, we will be able to accurately
benchmark costs and compare like for like.
Wor
se
Bes
t
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FIGURE 6: WDC COST BENCHMARKING
Financial Assistance Rates (FAR)
The level of NZTA Funding Assistance Rate (FAR) for WDC will be decreasing by 1% per annum to
55% for 2018/19. If we do not change what we do, we project an investment shortfall of over $480k p.a.
by 2021/22. This is the equivalent of a 1.6% rates increase to make up the shortfall.
The FAR review completed by NZTA in 2014/15 certainly has had a lesser effect on Council investment
than was expected which is welcomed. There are however changes to the FAR for emergency works
which has implications, specifically the first $100,000 is funded out of normal operating budgets. If over
$100,000, emergency works funding is available. This is effectively another 0.3% increase in rates per
year, particularly as Waitaki is experiencing more storm events with climate change.
WDC will re-evaluate its current levels of service in conjunction with ONRC and its associated investment
in the network. WDC have also developed a decision support tool call the Roading Network Plan (RNP)
in collaboration with Dunedin City Council and Central Otago District Council. The RNP is a web-based
GIS tool that allows WDC staff to prioritise investment based on the purpose of routes and the outcomes
sort. Specifically, it analyses the inputs of journeys and route purpose, land use connections, network
safety, economic flows and traffic demand. The RNP enables robust evidenced based decision making
by engaging all stakeholders in investment decisions using a visual advanced asset management tool.
2.3 Strategic and Corporate Goals
Levels of Service for 2018/19 are driven by the overarching objective of the Infrastructure Strategy, the
Community Outcomes and One Network Road Classifications (ONRC).
0.00
0.05
0.10
0.15
0.20
0.25
0.30
0 2000 4000 6000 8000 10000 12000
$/v
kt
$/lane km
$/vkt vs $/lane km for ONRC Peer Group 2006-2016
WDC
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Our Vision is: Growing Waitaki – the best place to live, work and play
Our Objectives are:
We enable opportunities for new and existing businesses
We provide and enable services and facilities so people want to stay and move here
We keep our District affordable
We understand the diverse needs of our community
We maintain the safest community we can
Waitaki’s distinctive natural environment is valued and protected.
Council acknowledges that different activities contribute toward the achievement of a range of
community outcomes, and have identified those where the activity makes a significant contribution
toward a particular outcome.
Additionally we seek to meet the national strategic direction provided by the draft Government Policy
Statement on Land Transport 2018/19 – 2028/29 (draft GPS 2018):
“To drive improved performance for the land transport system of which the four strategic
objectives are:
Safety
Access
Environment
Value for money”
With the change in government from National to Labour in September 2017, the draft GPS is
changing. A draft document is out for consultation in March and will only be approved in June this
year. It should be noted that footpath maintenance and renewals is identified in the draft GPS as being
financially assisted. This change has been made to the financials and is reflected in Section 8.
2.4 Our Legislative Requirements
Council has statutory responsibilities under the Local Government Act 2002 and Land Transport
Management Act 2003 to provide the services for this activity.
The Government has provided a clear direction for Land Transport through a combination of legislation,
strategies and statements including
Land Transport Management Act 2003, amendments 2008 and 2013.
New Zealand Transport Strategy 2013
Government Policy Statement on Land Transport Funding 2018 (draft GPS)
National Infrastructure Plan 2015 (NIP)
2010-20 Safer Journeys Strategy to be replaced by a new strategy Vision Zero in 2020
The Otago Regional Land Transport Strategy 2011-41
One Network Road Classifications (ONRC)
Local Government Act 2002
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Nationally and regionally there is a focus on the role of land transport in supporting and growing the
economy; this is balanced with ensuring value for money. This is consistent with Waitaki District
Council’s approach to managing its land transport activities.
2.5 Section 17a Reviews
Section 17A was inserted into the Local Government Act 2002 in 2014. Within three years, Council was
required to complete a review. Council completed a review of roading asset management services in
2014/15. The purpose of the review was to assess whether Council could provide improved asset
management services with Dunedin City. All through the review, workshops were held with Council and
the intent seemed to be that Council favoured having Dunedin City Council provide asset management
services to Waitaki on an annual basis. The service was to cost Council in the region of $500,000 per
year. At the end of the process, Council made the decision to rather remain independent of Dunedin City
and grow the roading unit with two additional personnel which cost in the order of $172,000 per year for
3 years. Council now has a strong performing team that is able to deliver with good improvements in
asset management.
Since that time Council has collaborated with other councils on service delivery; the Roading Network
Plan was an intiative between Dunedin City, Central Otago and ourselves. Another was the accelerated
LED light upgrade where Waitaki has led the supply and installation of LED lights in the lower south
island.
Local Government New Zealand and NZTA have also led the implementation of One Network Road
Classification in New Zealand.
Council is always looking for improved service delivery, either in-house or by collaboration with other
councils.
Section 17A also requires that a review should be completed on any contract within two years of it
finishing. The roading maintenance contract completed on 30 June 2017 and the new started on 1 July
Council briefly considered working with other councils however Waimate District to the north is part of
the south Canterbury service agreement, collaboration and contract. The climate in Central Otago
District and the proximity to Wataki make a service delivery agreement difficult and to the south, Dunedin
City is also too far and the focus is quite different. Council will consider service delivery agreements with
other councils within two years of contracts expiring ie in road marking and street light maintenance.
2.6 Setting the Level of Service
Expectations in the community are important in determining future levels of service and in assessing
how well Council is performing with respect to current levels of service. The Council’s knowledge of
customer expectations and preferences is based on:
• Public meetings;
• Feedback from elected members, advisory groups and working parties;
• Analysis of customer service requests and complaints;
• Consultation via the 10 year Waitaki Long Term Plan and each year through the Annual Plan
process and Annual Customer satisfaction surveys:
• Resident surveys:
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• Annual results customer performance measures identified in ONRC:
• Performance measures as defined by Department of Internal Affairs.
Levels of Service statements and performance measures are being developed as part of the 2018-28
LTP. In developing many of the performance measures, technical language has been avoided to allow
the community to understand the customer outcomes and express their view of the service that is
delivered. Technical measures have also been developed to provide a comparison with those measures
which may be more ‘perception based’.
The Activity Manager is responsible for monitoring the technical measures and providing commentary
to clarify the results of the performance measures.
NZ Transport Agency has developed Customer Levels of Service for the One Network Road
Classification (ONRC) implementation. The Technical Levels of Service and measures have been
defined and outputs from the ONRC Performance Reporting Tool remain under development. WDC will
be required to give effect to both the customer and technical levels of service by the end of 2018/19. We
will be beginning to address the implementation of these levels of service as soon as possible. The
customer levels of service, and how they apply to the Waitaki roading network, are discussed in further
detail in Section 4.
The Department of Internal Affairs (DIA) has introduced the requirement for non-financial performance
measures for smooth travel exposure, reseals for roads and a compliance indicator for footpath as
opposed to setting the specific levels of service which are set by Council. They provide standardised
measures that will allow comparison of councils, regionally and nationally.
Performance measures as per Council’s 2018-28 LTP are shown over the page. More detail on the
WDC, ONRC customer and technical levels of service, as well as the DIA performance measures, can
be found in the WDC Roading Asset Management Plan.
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Performance measures
The table below describes how we will work towards achieving our Community Outcomes through the major levels of service for Roading and how performance will be measured.
Table 3 Level of Service Performance Measures
Level of Service Performance Measure Current Performance Performance Target
Years 1-3 Years 4-10
2018/19- 2020/21 2021/22 – 2027/28
People are safe on our roads The change from the previous
financial year in the number of
fatalities and serious injury crashes
on the local road (not SH) network,
expressed as a number*
Number of serious injuries
and fatalities in 2016/17
year = 9
Reduce the number of
serious injuries and
fatalities when
compared to the
previous year.
Continued reduction
in the number of
serious injuries and
fatalities when
compared to the
previous year.
Roads and footpaths are reliable,
resilient and accessible
Percentage of residents who are
satisfied or very satisfied with the
sealed roading network
47% (2016/17) of residents
are satisfied or very
satisfied with the sealed
roading network -
improvement from 2015/16
but does not achieve the
target
Increase in percentage
of residents who are
satisfied or very
satisfied with the sealed
roading network:
2018/19 – 50%
2019/20 – 60%
2020/21 – 70%
75% of residents are
satisfied or very
satisfied with the
sealed roading
network
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Level of Service Performance Measure Current Performance Performance Target
Years 1-3 Years 4-10
2018/19- 2020/21 2021/22 – 2027/28
Percentage of residents who are
satisfied or very satisfied with the
unsealed roading network
27% (2016/17) of residents
are satisfied or very
satisfied with the unsealed
roading network -
improvement from 2015/16
but does not achieve the
target
Increase in percentage
of residents who are
satisfied or very
satisfied with the
unsealed roading
network:
2018/19 – 50%
2019/20 – 60%
2020/21 – 70%
75% of residents are
satisfied or very
satisfied with the
unsealed roading
network
The average quality of ride on
sealed roads, measured by smooth
travel exposure (STE)*
Current average performance for all sealed roads in 2016/17 is 90% (79% for urban and 97% for rural)
Target to be set once
ONRC benchmark
established. In the
interim for 2015/18
maintain at 96 or less.
Target to be set once
ONRC benchmark
established.
The percentage of the sealed local
road network that is resealed.*
7% of sealed network
resealed.
Reseal 7% each year of
sealed network.
Reseal 7% each year
of sealed network
The percentage of footpaths within
the district that fall within the
specified level of service*
Footpaths are inspected
annually, Condition
2016/17 - 97.8%
Footpath condition
(percentage compliant
with standards) = 96%
Footpath condition
(percentage
compliant with
standards) = 96%
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Level of Service Performance Measure Current Performance Performance Target
Years 1-3 Years 4-10
2018/19- 2020/21 2021/22 – 2027/28
Roads and footpaths are managed
efficiently and effectively
The percentage of public enquiries
responded to within agreed
timeframes*
94% (2016/17) 90% 90%
* = DIA mandatory measure
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3 Our Transportation Assets and Systems
The Waitaki District is characterised by rural, low volume, unsealed roads:
90% are rural (i.e. have a speed limit of more than 70 km/h)
59% are unsealed
Over 94% have traffic volumes of less than 500 vehicles per day
Many of the low volume rural roads were built as local access roads to serve neighbouring properties.
The recent growth in the dairy and forestry industries has seen many of these roads subjected to much
more frequent and heavier traffic than they were designed for.
Our transport system includes:
Road pavements and surfaces (both sealed and unsealed)
Drainage including culverts, water tables, kerb and channel and stormwater systems
Signs and pavement markings to provide information and improve road safety
Bridges to carry traffic, including pedestrians and cyclists, over waterways
Footpaths, walkways and cycle facilities
Street lighting for safe and comfortable movement at night
On-street car parking
Off-street car parking
Ownership or agreed use of land within road corridors
Most transport in Waitaki involves trucks and private motor vehicles on public roads. Over 85%
(1,807km) of the roads in the District are owned and operated by Council, with the NZTA controlling the
remaining 15% (306km). Walking and cycling is comparatively small but an increasingly important part
of the transport system.
Length of local roads (km) 1,807
Length of state highway (km) 306
Length of footpath (km) 161
Bridges and major culverts (number) 160
Street lights (total number) 2,500
Car parking areas (number) 11
Signs (number) 4,155
Kerb and Channel (km) 185
Retaining Structures (km) 13
Walking and Cycling Assets (number) 22
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3.1 Our Asset Management Systems (AMS)
WDC uses an extensive suite of asset management tools and systems in their management of the
Waitaki transport network. Some of the tools and systems used include:
Accounting/Financial Systems
Activity Management Systems
RAMM
Roading Network Plan (RNP)
dTIMS (deterioration modelling)
Transport Investment Online (TIO)
Customer Request Management
(CRM)
Digital Carriageway Video
Traffic Control and Safety
Geographical Information System
(GIS)
Sharepoint
Hardcopy Plans
Maintenance Records
Bridge Files
Investigative Reports
Asset Records
Project Register and Files
Standards and Guidelines
Shared Services
Deficiency Database
Data Standards and Reporting
3.2 Consultation
As Council’s customer service has been low for a number of years, as shown in Figure 2, consultation
on the size and shape of the roading expenditure for the 2018-28 Long Term Plan was proposed and
was undertaken in July/August 2017. Below is a sample of the consultation document. 190 responses
were received.
There were 3 questions in the consultation;
1. Widening of high risk sealed roads
2. More metal (gravel) on high priority rural roads
3. Smoothing of rural and urban roads
Council’s proposed investment was an additional $2.9M on that shown in the business case.
The options were;
Business as usual ie. the current investment as consulted on in the business case
Less than the proposed investment
Higher than the proposed investment
The results of the consultation were;
35% favoured business as usual
2% favoured less than proposed
35% favoured the proposed investment
28% favoured greater than the proposed investment
The median of responses showed that 65% response favoured Council’s proposed investment rather
than business as usual. This equates to an additional $967,000 per year of investment which will be
within the Low Cost Low Risk category to cover additional seal widening, smoothing of urban and rural
roads and more gravel on unsealed roads.
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The investment in the LTP is based on business as usual for maintenance and renewals in an
environment of constrained funding that currently exists. For Low Cost Low Risk Improvements, there
is an increase that reflects the additional investment supported by the consultation survey feedback.
The Council Report and Minutes cover the survey response, results and Council’s commitment to the
additional investment.
3.3 Our Resources
WDC uses internal and external resources to optimise the management and delivery of the transport
network. Figure 7 shows the internal organisational structure and the external parties involved in the
delivery of the activity.
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FIGURE 7: TRANSPORT ACTIVITY RESOURCES
Roading
Asset Engineer
Gary Woock
Roading Network
Engineer
Rodger McGaw
Roading
Business Unit
Roading Network
Engineer
Josie Wallace
Senior Network
Engineer
Darrell White
Roading Manager
Michael Voss
Water Services
Manager
Martin Pacey
Group Manager
Information Services
Bill Chou
CEO
Fergus Power
Group Manager
Heritage Planning ahd
Regulatory
Lichelle Guyan
Group Manager
People and Culture
Lisa Bailie
Group Manager Assets
Neil Jorgensen
Road Safety
Coordinator
Elton Crane
Network
Operations
Engineer
Mark Renalson
Contract Engineer
Thomas Reading
Roading Technical
Officer
Leon Kruskopf
Fiona Hancock
Administration
Officer -
Roading
Property
Services
Manager
Renee Julius
Group Manager Finance
Paul Hope
Parks and
Recreation
Manager
Erik van der Spek
Project
Co-ordinator
Vacant
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- Strategic View
- Elected Representative Interface
- NZTA Liaison
- Staff Management
- Corporate Reporting
Roading Network
Engineer
Rodger McGaw
Implementation of
One Network Road
Classification
Staff
Rodger McGaw
Fiona Hancock
Leon Kruskopf
Consultants
Bridge Renewals
Minor Improvements
RAMM Administrator
NZTA Liaison
AMP & Business Case
Coordination
Policy Development
Staff
Elton Crane
Roading
Business Unit
= Maintenance
= Capex/ Renewal
= Management
Key
Footpath Renewals
Network Operations
Engineer
Mark Renalson
Senior Network
Engineer
Darrell White
Roading Manager
Michael Voss
DCL (Dave Charters)
Waugh Infrastructure Management
Asset Management Support
Strategy, Policy & COP Development
RAMM Manager
Pavement
Rehabilitation
Low Cost Low Risk
Improvements
Walking & Cycling
Projects
Road Safety
Coordinator
Elton Crane
Temporary Traffic
Management Plan
Approval
Building Consents
PIMS & LIMS
Staff - Thomas Reading
and Josey Wallace
Waitaki Roading Network
NZTA Liaison
Policy development
Road Safety Action
Plan and Programme
Safety Auditor
Temporary Traffic
Management Plans
(Education, audits &
approvals)
Rationale Ltd
Transport Planning Assistance as required
Administration
Officer – Roading
Fiona Hancock
Bridge Maintenance & Design
Annual Bridge Inspections and Reports
Office Administration
Meeting Minutes
Overweight Permit
Applications
Roading Technical
Officer
Leon Kruskopf
RAMM updates &
Field surveys
Archaeological issues
associated with
renewals
Utilities in the Road
Corridor
Abandoned Vehicles
Building Consents
PIMS & LIMS
Roading Assets
Engineer
Gary Woock
Roading Network
Engineer
Josie Wallace
Street Lights
Pavement Marking
Ahuriri, Waihemo &
Oamaru Township
Amenity Projects
Low Cost Low Risk
Improvements
Carriageway Surface
Renewals
Ahuriri & Waihemo C.B
Liaison
Contract Engineer
Thomas Reading
- Sealed Pavements
- Unsealed Pavements
- Signs
- Bridge maintenance
- Drainage
- Vegetation
- Noxious Plants
- Footpath maintenance
- Township maintenance
Kerb and Channel
Renewals
Walking and Cycling
track maintenance
Contract 642
Resource Consents
Opus
RAMM services as required
Assets Group Manager
Neil Jorgensen
Project
Co-ordinator
Vacant
Geo Park projects
NZTA projects
Business Cases
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4 Road Classifications and Service Levels
As WDC moves to implement an outcomes-focussed approach to roading management, we have
aligned our roading hierarchy with the One Network Road Classifications. The ONRC categories are
broken down into 6 groups based on daily traffic volumes, type of traffic, and social and economic
linkages. The 6 categories are:
1. National and National High Volume
2. Regional
3. Arterial
4. Primary Collector
5. Secondary Collector
6. Access and Access Low Volume
Due to the rural nature of our district, the majority of our network is classified as Access Road and Low
Volume Access Roads. We have broken these two groups down further into rural and urban Access
roads and sealed and unsealed Low Volume Access roads. We will also be considering the option of
breaking down the classifications further if necessary.
FIGURE 7: ONRC MAP FOR WAITAKI DISTRICT
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ONRC Network Characteristics
ONRC Category Urban (Km) Rural (Km) TOTAL LENGTH
(Km)
Urban
Journeys
Rural
Journeys
ANNUAL TOTAL JOURNEYS
TRAVELLED (M Veh Km)
Primary Collector 8 5 13 9 1 10
Secondary Collector 48 337 385 13 38 52
Access 49 439 488 5 16 21
Low Volume 66 836 901 2 7 9
TOTAL NETWORK 170 1,617 1,787 29 63 91
Table 1: Network Statistics for network length (km) and journeys travelled (Million vehicle km) by ONRC Class - Sourced from ONRC performance measures reporting tool
Figure 8: Network Percentage Length and Journeys Travelled - Sourced from ONRC FIGURE 9 SEALED V UNSEALED - SOURCED FROM ONRC PMRT
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ONRC has 27 performance measures that will be used to determine how the roading network is performing. They are a mixture of technical and customer outcome
performance measures. The table below outlines the 10 Customer Outcome Measures in a traffic light format with comments outlining the issues.
TABLE 4 HIGH LEVEL ONRC CLOS GAP ANALYSIS – TREND OR AGAINST COMPARATIVE GROUPS
Customer Outcome Primary Collector
Secondary Collector
Access
Low Volume
Comments
Safe
ty
1: Number of serious injuries and fatalities (DSI)
Whilst there is no graph for primary collectors over a 5 year period, changing to 10 years shows a reducing trend in crashes
Secondary Collectors carry 57% of vehicle kilometres travelled (vkt) on 21% of road network and trend is improving in reducing crashes
Access roads carry 23% vkt on 27% of the network and reflects an reducing trend in crashes
Low Volume roads carry 10% vkt on 50% of network and reflects a trend in increased crashes which needs to be addressed.
Low Volume could be attributed to high speed on narrow roads.
Road safety and low cost low risk improvement programmes will need to address these issues
2: Collective risk
Closer investigation will be needed to identify why the roads in Waitaki District
are above the peer group but at or below the Otago region and similar to the national average. The new Communities at Risk Register has shown a spike in certain activities which will need to be addressed
3: Personal risk
This is not consistent with serious injuries and fatalities on primary, secondary,
access and low volume roads. It does however reflect that levels of service around safety needs to be increased.
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Am
en
ity
1 - Smooth Travel Exposure (STE)
Primary collector is not as good as peer group or Otago region with a slight lag on
national average.
Secondary collector not as good as peer group but better than Otago and similar to national average
Access worse than peer group but better than Otago and national average
Low volume is slight lag on peer group, has a positive gap above Otago region and is slightly better than the national average
Historically this is likely to be the result of more rural than urban road renewal
2 - Peak Roughness – urban sealed roads
Primary collector higher than peer group and Otago but better than national
average
Secondary collector higher than peer group and Otago but better than national average
Access higher than peer group, better than Otago and national
Low volume better than peer group, Otago and national average
historically more rural than urban road renewal
2 - Peak Roughness – rural sealed roads
Primary collector higher than peer group, Otago region and national
Secondary collector higher than peer group, Otago and national average; road pavement renewal concentrated in this area
Access higher than peer group, Otago and national
Low volume lag on peer group and national but similar to Otago region
Co
st E
ffic
ien
cy Percentage of
network renewed annually
Surface Pavement Surface is marginally higher than the peer group and national but similar to Otago
region
Pavement lower than all comparative group averages; ; more analysis is required in road renewal before increasing size of the programme
Maintenance Resurfacing Rehabilitation
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Sealed road maintenance: 5 year average annual costs per kilometre
Sealed pavement maintenance, resurfacing and rehabilitation is lower than the
peer group, Otago region and national average which seems to indicate life of assets is longer than default
New maintenance contract commencing 1 July 2017 reflecting current market values will result in higher costs in future
Unsealed road maintenance: 5 year average annual costs per kilometre
Maintenance Metalling Maintenance and metalling renewals is considerably lower than all comparative
group averages; Council is really efficient in this area e.g. compaction when grading, use of local resources and now council quarries.
There is still an issue with quarry sources in the Waihemo area which will be addressed in the current financial year
Overall Network Cost (Excluding Emergency Works)
Lower than the peer group, considerably lower than the Otago region and significantly lower than the national average.
New maintenance contract commencing 1 July 2017 reflecting current market values will result in higher costs in future
4.1 One Network Classifications
This section details what customers can expect to see from each category on our roads.
National Roads
These roads make the largest contribution to the social and economic wellbeing of New Zealand by connecting major ports or international airports and have high
volumes of heavy commercial vehicles or general traffic. There are no National roads in the Waitaki area which are managed by WDC. However, as customers, you
may directly or indirectly utilise these roads, SH1, when you undertake journeys through to / from our district and region. Your place of work may rely on these roads
to deliver the goods you produce or the people who visit, both safely and reliably. From this perspective, our networks are inextricably linked and so we are undertaking
more collaborative and meaningful conversations with our neighbours to ensure you as customers receive a service that delivers the outcomes customers seek.
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TABLE5 ONRC CLASSIFICATIONS AND LEVELS OF SERVICE
Regional Roads
Purpose Safety Resilience Accessibility Amenity & Aesthetics
These roads make a major contribution to the social and
economic wellbeing of a region and connect to
regionally significant places, industries, ports or airports.
They are also major connectors between regions and, in
urban areas, may have substantial passenger transport
movements. There are currently no Regional roads
managed by WDC but, as traffic volumes increase, it is
likely that we will see some Arterials become Regional
roads.
What can you expect?
Width: 7-10m
Surface: Sealed surface
Signage and Markings: Guidance provided to enable
customers to navigate through the network without
confusion. Road markings will be clear and visible
(centrelines and edgemarkers). There will be no
authorised roadside obstructions and all hazards will be
identified with signage or markings.
Greater widths
will lead to higher
speeds and
users will be
exposed to
higher levels of
traffic and
varying forms of
vehicles,
particularly
trucks.
Vegetation will
be controlled to
ensure sightlines
and visible
edgemarkers (if
present).
These routes
generally have a
high level of
resilience and
alternatives
available. In the
case of a weather
or emergency
event, these roads
will be the highest
priority for re-
opening. Proactive
plans will be place
to manage and
minimise closures.
Access to these
roads is
generally only
through roads of
a lower
classification.
Direct access to
your property is
not likely as it
could affect
safety and traffic
flows. There are
some exceptions
to this in rural
areas where
these roads are
the only viable
access to rural
properties.
Due to its purpose as a
main thoroughfare, the
level of comfort on these
journeys will be higher
than for other classes of
roads. User experience
should be pleasant as you
can expect a smooth
comfortable ride on a
sealed road surface. There
will be minimal surface
faults and roads will
typically feel more open
due to larger widths. Long
journeys usually take place
and so you will also be
provided with rest areas in
certain places to ensure
you are in a good state to
drive.
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Arterial Roads
Example: State Highway 85
Purpose Safety Resilience Accessibility Amenity &
Aesthetics
These roads make a significant
contribution to social and economic well-
being, link regionally significant places,
industries, ports or airports and may be
the only route available to some places
within the region. This may mean that
they perform a significant lifeline function.
In urban areas, they may have significant
passenger transport movements
including a significant number of cyclists
and pedestrians using the road. These
roads may provide critical connectivity
including access to regional hospitals. In
Waitaki, this would include SH85.
What can you expect?
Width: 5-9m
Surface: Sealed pavement surface
Signage and Markings: Guidance
provided to enable customers to safely
navigate through the network. Line
markings can be expected.
Roads will differ from
Regional roads in
that they may feel
narrower. Drivers
should be aware that
road standards may
be variable and they
may need to driver
slower depending on
topography,
weather,
neighbouring
access, etc. Some
Arterials will have
shoulders or extra
widths to allow for
shared use (cyclists,
etc). Where these
are not provided,
drivers should be
cautious and always
ensure that road
space is shared with
other users.
Vegetation will be
controlled to ensure
sightlines and visible
edgemarkers (if
present).
Arterials can provide
critical connectivity
where there may be
no alternate route.
This means that the
route must be robust
to limit the risk of
losing connectivity
between main
centres. These
routes generally
have a high level of
resilience and
alternatives
available. However,
in some areas of
Waitaki there are no
viable alternatives,
particularly during
severe weather
events. These routes
will also have a high
priority for re-
opening in the case
of an event. Pro-
active plans will be in
place to manage and
minimise closures.
We do not typically
have land use
access directly from
an Arterial road as it
can cause safety
issues and travel
delays. However,
there will be
exceptions to this in
rural areas where
rural properties,
farms, or industry
are located on main
routes.
The amenity aspects
of Arterials will be
similar to Regional
roads in that the user
experience should
be pleasant. They
can expect a smooth
comfortable ride on a
sealed road surface.
There will be minimal
surface faults and
aesthetic issues
such as litter,
roadside vegetation,
and graffiti will be
minimised. Journeys
on these roads will
typically be shorter
than on Regional
roads but there will
still be rest stops in
certain areas.
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Primary Collector Roads
Urban Example: Thames Street
Rural Example: Weston-Ngapara Road
Purpose Safety Resilience Accessibility Amenity &
Aesthetics
These roads are locally important
roads that provide a primary
distributor/collector function,
linking significant local economic
areas or areas of population.
They may be the only route
available to some places within
the region and may see an
average of over 150 heavy
commercial vehicles per day. In
urban areas, they may have
moderate passenger transport
movement (greater than 3000
vehicles per day) and numbers of
cyclists and pedestrians using
the road. In Waitaki, this would
include roads such as lower
Thames Street and Weston-
Ngapara Road.
What can you expect?
Width: 5-9m
Surface: Sealed pavement
surface
Signage and Markings:
Guidance provided to enable
customers to safely navigate
through the network. Line
markings can be expected. It is
possible that urban and rural
Primary Collectors will differ
significantly in appearance.
Drivers should be
aware that road
standards may be
variable and they
may need to adjust
to topography,
weather, alignment,
neighbouring
access, etc.
Footpaths may be
present in urban
areas but, due to
potentially narrower
widths, road users
should be prepared
to share the road
space with other
users such as
cyclists.
These routes
generally have a
high level of
resilience but may
be unavailable
during severe
weather events or
emergency. These
roads will have a
moderate priority for
re-opening once
higher classification
roads have been
addressed.
Direct land use
access from Primary
Collectors is allowed
and will be common
in rural areas.
Road users on
Primary Collectors
can expect all roads
to be sealed but may
notice longer areas
of roughness
compared to
Regional and Arterial
roads. Users can still
expect a moderate
level of comfort and
surface faults will be
addressed where
they could
compromise the
pavement or asset
life. Similar to
Arterials, aesthetic
issues such as litter,
roadside vegetation,
and graffiti will be
minimised but, in
general, the road
corridor will reflect
the surrounding
landscape.
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Secondary Collector Roads
Example: Seven Mile Road
Purpose Safety Resilience Accessibility Amenity &
Aesthetics
Similar to Primary Collectors, these are
roads that provide secondary
distributor/collector function, linking local
areas of population and economic sites
and may be the only route available to
some places within the local area. They
typically link communities with
populations between 250 and 2000
people. These roads may see between
25 and 150 heavy commercial vehicle
movements per day. In Waitaki, this
would include roads such as Seven Mile
Rd.
What can you expect?
Width: 5-9m
Surface: Predominantly sealed
Signage and Markings: Line markings
may or may not be present. Specific
safety guidance will be provided at high
risk locations.
Drivers should be
aware that road
standards may be
variable and they
may need to adjust
to topography,
weather, alignment,
neighbouring
access, etc. Due to
potentially narrower
widths, road users
should be prepared
to share the road
space with other
users such as
cyclists.
These routes will
have a moderate
level of resilience but
may be unavailable
during severe
weather events or
emergency. These
roads will have a
moderate priority for
re-opening once
higher classification
roads and key
resilience routes (eg:
lifelines) have been
restored.
Direct land use
access is allowed
from Secondary
Collectors.
Road users
experience will be
similar to that on
Primary Collectors.
Users can expect all
roads to be sealed
but may notice areas
of roughness,
potholes or cracking.
These faults will not
affect the purpose of
the road but may
require road users to
be aware of their
surroundings. Users
can still expect a
moderate level of
comfort and surface
faults will be
addressed where
they could
compromise the
pavement, asset life
or safety. In general,
the roadside area
will reflect the
surrounding urban or
rural environment. In
rural areas, this
could mean more
roadside vegetation
where it does not
compromise safety.
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Access Roads
Urban Example: Roseness Street
Rural Example: Papakaio Road
Purpose Safety Resilience Accessibility Amenity &
Aesthetics
These (along with their Low Volume
subset) are all other roads within the
district. The main purpose of these roads
is to provide access and connectivity to
many of your daily journeys (home, store,
school, neighbours, etc). This is often
where your journey will start and end.
They provide access to the wider network
and will take you from your home to the
Collectors, Arterials and Regional roads.
Within the same classification there is a
subset of roads called Low Volume
Access roads. Due to the rural nature of
the district, the majority of roads in the
Waitaki district are classified as Access
or Low Volume Access. To differentiate
and prioritise further, WDC will group
Access roads as rural or urban access
roads.
What can you expect?
Width: 3.5-7m
Surface: Sealed or unsealed
Signage and Markings: Line marking
(centrelines and edgemarking) may or
may not be present. Safety guidance will
only be provided at high-risk locations.
Road users will need
to be vigilant. Urban
areas will often be
mixed-use
environments
including
pedestrians and
cyclists. Rural
environments will
likely be dark at night
without any
streetlighting. Road
user safety guidance
(signage, road
marking, hazard
identification, etc)
will be provided at
high-risk locations
but otherwise rural
roads will often be
without road
markings or
edgemarker posts.
In certain cases,
roads will be single
lane and opposing
traffic will need to
cooperate to share
the road space.
Weather events may
make route
unavailable and use
of access roads will
be restored once all
higher priority roads
have been attended
to.
The main function of
these roads is to
provide access to
properties and
connectivity to the
wider network.
These roads will
typically offer the
lowest level of
comfort compared to
all higher
classifications. This
could include rough
roads and unsealed
surfaces. Roadside
amenity will be
maintained primarily
for safety. What this
means is that
sightlines will be
maintained and edge
marker posts will be
visible (if present)
but otherwise the
road corridor will
reflect the
surrounding
landscape.
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Low Volume Access Roads
Sealed Example: Wilson Road
Unsealed Example: Windsor Park Road
Purpose Safety Resilience Accessibility Amenity &
Aesthetics
Like Access roads, the main purpose of
these roads is to provide access and
connectivity to many of your daily
journeys. The main difference is that they
will see even fewer daily vehicle
movements (less than 200 in urban
areas, less than 50 in rural areas). They
provide access to the wider network and
will take you from your home to the
Collectors, Arterials and Regional roads.
Many rural roading networks in New
Zealand will be made up of mostly Low
Volume Access roads. In Waitaki, there
are many Low Volume Access roads that
exist to serve less than 10 properties. To
differentiate and prioritise further, WDC
will group these roads into sealed or
unsealed Low Volume Access roads.
What can you expect?
Width: 3.5-7m
Surface: Sealed or unsealed
Signage and Markings: Road user
safety guidance (signage, road marking,
hazard identification, etc) will be provided
at high-risk locations but otherwise rural
roads will often be without road markings
or edgemarker posts.
Although these
roads will see much
less traffic than
higher classification
roads, road users
will need to be
vigilant due to this
narrower widths and
mixed use
environments. Urban
areas will often be
shared with children,
pedestrians and
cyclists. Some of
these routes will
serve to get freight
from rural properties
to main roads so
users should expect
to encounter large
trucks. In certain
cases, roads will be
single lane and
opposing traffic will
need to cooperate to
share the road
space. Rural
environments will
likely be dark at night
without any
streetlighting.
Weather events may
make routes
unavailable and the
use of low volume
access roads will be
restored once all
higher priority roads
have been attended
to.
Direct access to
properties and
connectivity to the
wider network is the
primary function of
these roads.
These roads will
typically offer the
lowest level of
comfort compared to
all higher
classifications. This
could include rough
roads and unsealed
surfaces and may be
bumpy. Reduced
speeds may be
required. Roadside
amenity (vegetation,
etc) will be
maintained primarily
for safety (ie:
sightlines will be
maintained and
edgemarker posts
will be visible if
present) but
otherwise the road
corridor will reflect
the surrounding
landscape.
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5 Future Travel Demand and Management
This section of the Roading Activity Management Plan quantifies the key demand drivers and
recommends actions to manage demand in response to community expectations and Council’s strategic
goals.
These drivers are examined in relation to the significant issues discussed throughout this document.
5.1 Demand Drivers
The primary factors that influence demand on our transportation network are discussed in detail below. TABLE 6 DEMAND DRIVERS
Drivers of Demand
What's happening in our district? What does this mean for demand on
our transport network?
Population - Usually Resident
Usually resident population relatively static, with a small reduction predicted over next 30 years.
Sufficient network capacity but safety will continue to be a priority.
Population - Visitor
Visitor numbers are projected to steadily increase over next 30 years with a sharp rise from 2018.
Sufficient network capacity but safety will continue to be a priority.
Population - Demographic
Ageing population with proportion of over 65 year old residents in the district forecasted to increase from 22% in 2013 to 36% in 2030.
Priorities will shift to safety and mobility.
Fixed income for ageing population will affect ability to pay.
Customer Expectations
Increasing customer expectations, specifically regarding unsealed rural roads.
Small reductions in NZTA funding will result in slightly lower levels of service and council requirement to temper expectations.
Council has recognised levels of service issues and approved funding eg unsealed roads
Need to align expectations with new ONRC levels of service which will apply across the country.
Economic / Land Use
Primary economic sectors (agriculture, food manufacturing, and mining) are leading to land use changes that are expected to continue for 5-10 years.
The number of non-residential rating units including commercial, primary industry and accommodation are forecast to increase over the next 30 years with dairy and commercial showing the most significant growth.
Increase in volume of commercial traffic combined with heavier vehicles (tankers, forestry trucks, etc) will have an adverse impact on the network condition.
Closure of key industries would reduce demand and ability to pay.
Environmental
The physical impacts of climate change are being seen across the Waitaki network. Many millions of dollars have been spent since 2007 on flooding and erosion-related works. July 2017 was the latest flood event to cost Council and NZTA close to $1M. These environment demands are expected to continue to increase in their frequency and severity eg ex-cyclone Gita.
Although difficult to quantify the expected increase, WDC has been working to identify vulnerable areas and potential mitigation measures.
Consequence of this environmental demand is both increased costs (maintenance, renewal, capital) and potential loss of assets.
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5.2 Demand Forecasts
An update to the Waitaki District Growth Projections is being completed by Rationale Ltd in 2018. The
updated projections are expected to be adopted by Council in early 2018 and will be used in the
development of the 2018-28 LTP.
The population projections considered the influence of the following district growth drivers:
Irrigation
Dairy Conversions
Underlying Dwelling Growth
Tourism Strategy Group Projections
Population
The usually resident population of the district is projected to increase in the short term to 21,333 in 2016,
followed by a decline back to less than today’s population. Despite the relatively stable resident
population, the residential dwellings are projected to increase by around 200 dwellings per year
(1.8%p.a). This trend is also seen in the predicted visitor numbers with average day visitor numbers
predicted to increase by approximately 134 people per year and peak day visitors predicted to increase
by approximately 600 people per year.
FIGURE 10: USUALLY RESIDENT POPULATION, VISITOR POPULATION AND RESIDENTIAL
DWELLING GROWTH
The Waitaki transport network generally has a large capacity. Based on present demand and predicted
short term traffic volume growth, the network is expected to have sufficient capacity to deal with these
demands.
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It should be noted that although the number of residential dwellings is predicted to increase, the
portion of occupied dwellings in the district is projected to decrease significantly in all townships. This
highlights the reliance on holiday homes as a driver of dwelling growth.
Demographic
The proportion of over 65 year old residents in the district is forecast to increase from approximately
22% in 2013 to approximately 36% in 2030.
An ageing population is likely to have more influence on Waitaki’s transport demand than the low level
of usually resident population growth. Serving an older population will increase the emphasis on network
accessibility to core services. This will most likely lead to an increased level of service for network
reliability and affordability. More specifically, an increased level of service for:
1. Footpath quality
2. Walking and cycling facilities including for mobility scooters
3. Parking in Commercial and Shopping areas
4. Affordability of services with more of the community on fixed incomes / pensions
Council is currently working with CCS Disability to improve mobility and access issues. Council monitors
the performance of each of these levels of service annually.
Land Use
The primary economic sectors in Waitaki are agriculture, food manufacturing, tourism and mining. These
industry sectors are exporters and therefore importers of money to the district. “Non-residential” rating
units, which includes commercial, industrial, accommodation, and primary industry properties, are
projected to increase from 4,316 to 4,351 in 2031, with the key growth areas being dairy, industrial and
commercial.
FIGURE 11: NON-RESIDENTIAL RATING UNIT GROWTH
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These key sectors are largely inland, rural based businesses. They depend on reliable and efficient
transportation infrastructure to get their products and services to market. They are served primarily by
heavy vehicles on low volume roads. It is imperative that the opportunities within these economic sectors
are realised through robust and efficient transportation infrastructure. Specifically, this means a
continued focus on heavy vehicle access on low volume roads. The implementation of the One Network
principles will allow WDC to identify key freight routes and ensure they are maintained to an appropriate
level.
In order to address financial impact of various land uses on the roading network, the Development
Contribution’s model is used to calculate the portion of growth costs that should be funded from each
land use category. Further detail regarding calculations is contained in the Council’s Development
Contributions Policy.
Changing Climate
The physical impacts of climate change are being seen across the Waitaki network. Approximately
$5.6M has been spent on the transport network over 7 years on flooding-related emergency works. The
last was an additional $1M. It is expected these environmental demands will continue to increase in their
frequency and severity. Although it is difficult to quantify the expected increase, WDC has been working
to identify vulnerable areas and potential mitigation measures.
Customer Expectations
There is a broad expectation of continual improvement of levels of service against minimal increases in
cost. There is an element of communication and education that needs to take place to align this
expectation with what is needed and affordable for customers. At the same time, Council’s goal is to
deliver an affordable network that enables economic opportunities. The review of the Extent of Network
Policy in 2011, focussed largely on managing this expectation at the network fringes. The cost of
maintaining very low volume roads that serve, in some instances a single property, creates a distortion
in the cost vs. service expectation. This expectation remains an issue for WDC as there is dissatisfaction
with the condition of unsealed roads in the district. The implementation of the ONRC will provide a tool
for addressing expectations and maintaining focus on the delivery of a network that is affordable and fit
for purpose.
Improving road safety is a key focus of the community, Council and Central Government. Roading will
continue to implement the Safer Journeys Strategy, High Risk Rural Roads Guide, GPS 2018 and Code
of Practice for Stock Crossings
5.3 Managing Demand
Travel demand management emphasises the movement of people and goods rather than vehicles and
should give priority to travel methods which maximise the economic value and minimise the cost of each
trip.
Our levels of service are considered to be representative of the present demands of the current
community. As transport activity changes in response to various drivers, the level of service provided on
some individual routes may change. With the introduction of the ONRC, more emphasis will be placed
on baseline levels of service for various classifications which can be measured across the country.
Council will enable infrastructure investment that emphasises the economic benefit of moving people,
goods and services.
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Given the risks and issues facing WDC, Council will need to meet increased transport demand by
working smarter and, where possible, utilising ‘non-asset’ solutions. Council will also need to ensure
road safety remains a priority.
The following projects have been identified to address the demand issues discussed above, whilst
enabling economic growth and improving road safety:
TABLE 7 DEMAND MANAGEMENT INITIATIVES
Demand Drivers Project Identified
Land Use / Economic
Customer Expectations
Population – Usually
Resident and Visitor
Roading Network Plan (RNP) – Prioritising investment that supports economic wealth and
optimises existing assets. This will incorporate the ONRC to ensure alignment with national
priorities. Safety issues will be highlighted on the plan. The specific level of asset maintenance,
renewal and investment will be prioritised using this tool.
Land Use / Economic
Customer Expectations
Pavement Rehabilitation - Ensuring the condition of the transportation network remains
robust in response to increased heavy vehicle traffic. This will take place by decreasing total
pavement rehabilitations while increasing pavement reseals to remain cost neutral.
Customer Expectations
Land Use / Economic
Condition Monitoring – Opportunities for efficiency and improvements exist through the use
of better tools, such as dTIMS deterioration modelling software and more reliable asset data
(RAMM).
Population – Usually
Resident and Visitor
Demographic
Walking and Cycling - Providing for modal diversification into Walking and Cycling through
dedicated tracks.
Land Use / Economic Holcim Cement Works (proposed but resource consent has expired) – Ensuring roading
requirements are available for capacity and safety heavy traffic use should this proposal go
ahead.
Land Use / Economic Stock Crossings - Council adopted a new Stock Crossing Code of Practice in October 2011
in response to dairy growth and associated safety issues. Council also funds the consent fees
and % of construction from the annual Low Cost Low Risk improvements programme
allocation.
Land Use / Economic
Customer Expectations
Carriageway Widening - Widening projects are undertaken as prioritised within the WDC
Rural Carriageway Widths Standards Policy and are included in Low Cost Low Risk
improvements to seek NZTA subsidy. These projects are focussed on safety, particularly on
heavy vehicle trafficked routes as well as the One Network Rod Classification.
Population - Usually
Resident and Visitor
Land Use / Economic
Customer Expectations
Road Safety Programme - The programme aims to address safety concerns around Driver
Distraction, Fatigue, Older Drivers, Young Drivers, Alcohol and Drugs, Straights, Bends and
Intersections. The programme directly supports the Waitaki Road Safety Action Plan, Safer
Journeys, the Waitaki Land Transport Strategy and the Governments GPS.
Population - Usually
Resident and Visitor
Oamaru Harbourside and Town Centre Projects – will be included in Low Cost Low Risk
improvements to enhance access and mobility in the harbourside and town centre.
Environmental
Population - Visitor
Coastal Erosion – Council will submit to undertake preventative maintenance of the
economically justifiable section of Beach and Waianakarua Road.
Land Use / Economic Structure Component Renewals – Council will continue to renew bridge components as per
the bridge renewals programme. This includes the renewal of Kakanui Bridge which is a
separate renewal project which is proposed for 2020/21.
All future investment in transport planning needs to be focussed on fiscally-prudent long-term solutions
to manage land-use changes and the associated impacts on infrastructure. The development of the
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Waitaki Roading Network Plan as well as deterioration modelling combined with One Network Road
Classification (ONRC) forms the first critical piece in the transition towards better transport planning.
6 Programme of Work (Financially Assisted)
The following programmes of work are focussed on delivering the outcomes sort under the ONRC and
that address the key risks and issues of our community.
6.1 Resilience Improvements
Rural Resilience Waitaki project
The resilience of our rural network has been considerably challenged by severe wet weather events
experienced over 6 years from 2008 to 2014 ($5.6M in emergency works). Council, with some
investment from NZTA, has completed this project at a cost of $1.89M to better maintain and upgrade
drainage in the rural network identified from mapping road closures and events that have migrated
across parts of the network. This investment has made a considerable contribution to: (a) reducing the
likelihood of lost journeys due to route closure; (b) reducing the risks of flood damage and the associated
costs of emergency rehabilitation; (c) reducing our pavement maintenance and renewal expenditure by
reducing the rate of pavement deterioration due to water ingress into the pavement.
The results of this project were seen in July 2017 when there was 174mm of rain in 27 hours, greater
than a 1:100 year event. This storm cost Council in excess of $1M and there were 36 roads closed.
Roads were quickly reopened for access in the District other than 2 roads that had more significant
damage to repair.
This one-off project also enhances our economic growth and productivity objectives by responding to
the increasing demands on our rural road network due to land use changes and the increase in heavy
commercial vehicles volumes, particularly 50MAX and HPMV. With the implementation and completion
of stage 2 of the North Otago Irrigation Scheme, it is essential that we make the roading network as
resilient as possible to ensure excess irrigation water is kept away from roads and pavements.
Outcome – Rural Resilience has been very successful in restricting damage to the road network
River Training
The Kakanui River (at Fuchsia Creek Road) and Kaura River (at Kakanui Valley Road) have both altered
paths as a result of pre 2017 flood events. This presented a significant threat to roading and bridge
infrastructure that could result in resilience issues (loss of journeys) and potentially costly reinstatement.
The July 2017 storm event actually helped to realign and straighten out both of these rivers. We will still
evaluate the case for river works as the rivers may go back to their pre-flood alignment. It is imperative
to ensure that assets are protected and access is maintained to approximately 15,000 hectares of highly
productive land. This route at Fuscia Creek connects the top and bottom halves of the Kakanui Valley
and is critical for economic development in the area. We have a global consent in place for the Waitaki
District and completed preventive maintenance in the Kaura River in 2014/15. The July 2017 flood event
has identified some rock protection is still required.
Outcome –River training has had mixed success and works have just been completed in the Kaura
River following the July 2017 storm event.
Small bridge replacements
Where possible, Council has replaced small wooden bridges that are posted or feeding single landowner
access with concrete culverts or other proprietary products eg concrete wash over pads that provide
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more affordable options and reduce whole of life costs without reducing level of service other than where
access might be affected during a weather event.
Outcome – Very successful in replacing small wooden structures and allowing end of network
landowners retain class 1 access for heavy vehicles.
Unsealed roading network
Council has increased the unsealed metalling budget significantly over the last 10 years, not only for
wearing course replacement but also for strengthening of the pavement. Many of the unsealed roads
have been sufficiently strengthened to allow Class 1, 50Max and HPMV traffic however there are
locations in the network which are still prone to failure, particularly in wet weather.
Outcome – Council has had success strengthening pavements and is now concentrating on wearing
course.
Aggregate resources
Council is exploring the option to own their own land and quarries for resourcing of aggregates.
Affordable metalling aggregates for the unsealed road network are becoming scarce and Council finds
itself reliant on the incumbent roading maintenance contractor to assist in the procurement of aggregates
within a 25km radius of sites to be renewed. Council has gone through land use consent and now has
its own source of aggregates for running course, M4 and rockfill. Council will be using this aggregate for
renewal and capital projects in 2017/18 and beyond and is also looking at other quarry sources for the
Waihemo and Ahuriri areas.
Outcome – Very successful at opening the first quarry and supplying aggregates for improvement and
renewal works
6.2 Efficiency Improvements
Rural Resilience Project
This is now complete but we will continue to provide efficiency improvements by minimising the risks of
flood damage, the associated costs of emergency reinstatement and reducing the rate of pavement
deterioration.
Outcome – Very successful.
Streetlighting LED upgrade
Along with NZTA, Council has invested over $1m in 2016/17 and 2017/18 to upgrade our existing High
Pressure Sodium streetlights to LED technology. This investment, which is also supported by the Energy
Efficiency and Conservation Authority (EECA), will deliver savings on the costs of electricity,
maintenance and renewals without compromising light levels for customer’s safety or amenity. The cost
efficiency of this project has been further enhanced with Waitaki being the lead in Otago/Southland with
procurement of in excess of 14000 good quality and very competitively priced lighting units.
Collaboration with NZTA-HNO for supply and install of LED units will be the first LED lights within the
Coastal Otago highway network.
Outcome – Very successful
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Roading Network Plan
We have created a Roading Network Plan as a collaborative project with Central Otago District and
Dunedin City Councils. This provides a GIS based economic model that identifies the primary purpose
of each road in our network. It links to the One Network Road Classification project and will be a powerful
tool for improving our network investment decision making. The collaborative approach has reduced the
costs for each party, has led to better understanding of each other’s network (and our own), and has
provided a consistent approach to classifying roads across the three networks.
Outcome – Mixed success; a tool for use in conjunction with ONRC
Collaboration in Asset Management Delivery
A business case was developed in 2014 to evaluate the opportunity to collaborate with Dunedin City in
aspects of our asset management functions with the intention of delivering services more efficiently and
reducing our reliance and expenditure on consultants. The business case found the preferred option
was to relocate the majority of asset management services to Dunedin.
This proposal was ultimately rejected by Waitaki’s Councillors who believed that the asset management
services should remain in Oamaru. They felt that the better approach was to strengthen our team to take
care of succession vulnerabilities etc. which has been completed. Since then, Council has improved
their asset management capability and also have two fully accredited tender evaluators within the
Roading Unit.
Outcome – Successful.
In-house RAMM maintenance and updates
Since July 2015, Council has been maintaining and looking after RAMM in-house. This has proved really
efficient in terms of savings as well as the improved maintenance and accuracy of data. The traffic
estimation tool is an example where RSL Limited has helped and assisted to set up this properly. Traffic
count data is imported into RAMM populating all tables rather than being manually input. Localised user
groups have been set up with neighbouring councils to enable collaboration to occur. Council is currently
assembling an operational and quality manual to ensure robust processes.
Outcome – Very successful. Quality assurance manual in progress to ensure protocols are in place.
Unsealed metalling performance driven over cyclic
We have adopted a performance driven approach to maintaining our unsealed network in place of the
previous cyclic programme. This has reduced the whole of life costs by targeting renewals metalling to
the ‘right place’ at the ‘right time’. To achieve this, the grader has a ‘walk and roll’ on the back which
gives instant compaction to the carriageway surface. There has been a minimal impact on customer
levels of service outcomes but there has been an unexpected criticism from customers that we are not
using ‘the same old’.
Outcome – Very successful.
Unsealed metalling aggregate
To manage aggregate costs, we target the use of local aggregate (within 15kms of the road site) by
working closely with land owners with existing sources of high quality material. This has significantly
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reduced the costs of the aggregate and of transport when compared to using normal commercial quarry
sources and materials. This has been so successful that some landowners have contributed aggregate
resource to the roading network. Local agricultural contractors have also been talking to council officers
about initiatives to strengthen unsealed roads by using their powerful new stabilising machines that can
do the width of the road in 2 passes.
Outcome – Very successful.
Unsealed intersections
Unsealed intersections prove to be problematic with corrugations. Not only trucks but some of the bigger
utes nowadays are more powerful and so there is a lot of braking and accelerating happening. Some of
the intersections have been sealed but for other low volume roads, our contractor has blended clay into
rotten rock. The use of this blend has been very successful in that it reduces the amount of corrugations
and the amount of customer requests that are received.
Outcome – Very successful. May be replaced with traction seals to reduce long term maintenance
costs and potential safety iussues.
Use of coldmix asphalt
Our contractor is using coldmix asphalt for temporary repairs of potholes so that their approach to long
term repairs is more structured and efficient. Coldmix asphalt has also been used as pre-levelling for
reseals and this has proved quite cost effective with good results.
Outcome –Successful methodology.
Increase in traffic count programme
Council will increase the size of the traffic count programme; rising from 250 counts per year to 350
counts per year. This will allow for an accelerated programme that will improve the accuracy of the traffic
estimation tool used in RAMM and for the next moderation of One Network Road Classifications. All
counts are full classification with intelligent data output.
Outcome – Very successful in populating RAMM
Vegetation Maintenance
The sight line corridor is critical to ensure customer safety by allowing an unobstructed view of oncoming
hazards from a distance that allows safe stopping whilst travelling at or near the posted speed in wet
conditions. We are proactively engaging with roadside adjacent landowners to manage their own
vegetation where it encroaches into the sight line boundaries. This improves our efficiency by reducing
our vegetation control costs.
We have also reintroduced spraying of shoulders instead of roadside mowing. This allows the contractor
to be more proactive in terms of shoulder maintenance, has allowed storm water to run off the road more
quickly and has been cost effective. As a result of this initiative, we have also introduced a shoulder
strengthening programme on some of our narrow roads which has allowed heavy transport operators to
drive on the shoulder with ease. This has provided benefits as a bypass for State Highway resilience in
the event of crashes or road closures.
Outcome – Very successful
Dust Mitigation
Council will be exploring options for dust control and mitigation. In the past, it has pretty much been
restricted to locations required by resource consent conditions. Otta seals have been used to reduce
dust blown over new developments in townships.
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Outcome – Mixed success. Otta seals good product however almost as expensive as seal.
Renewals Programme Optimisation
We will optimise our renewals programme based on dTIMS modelling which now incorporates ONRC.
Treatment selection is also used as a tool to support the modelling. The robustness, efficiency and
effectiveness of this refined programme has been confirmed by a RAPT Review carried out in
collaboration with NZTA and our neighbouring practitioners.
Our renewals programme will also take into account implementation of the ONRC and the outputs of our
Roading Network Plan (that has being created in collaboration with Central Otago District and Dunedin
City). This will ensure our work is targeted to the ‘right places, right time and right treatment’ to achieve
the objectives of the GPS, i.e. promoting economic growth & productivity, road safety, and delivering
value for money.
Outcome – Very successful particularly as ONRC has been included in modelling and reporting
Bridge Maintenance Programme
We have a robust programme of bridge inspections and have procured a more competitive supplier for
the physical works that should deliver improved value for money and cost efficiencies of 10- 20% p.a.
The savings gained are been used to complete and accelerate bridge maintenance and work that has
not previously been possible. We expect to see a resultant increase in the level of customer satisfaction
on our bridge network.
Outcome – Very successful.
Roadmarking
Our roadmarking contract has been renewed in 2015/16 and levels of service implemented are
consistent with ONRC classifications. Improved data collection will ensure value for money is optimised
for future contracts.
Outcome –Successful
6.3 Access Improvements
Bridge Renewal Programme
We have implemented a programme of recycling bridge timbers to keep costs down while maintaining
land access for productive purposes and have reviewed and reduced the number of posted bridges. We
have a robust maintenance schedule for our bridges and a 30 year bridge renewal strategy in place to
ensure that we meet and improve the transport needs of our district.
Outcome –Successful in targeting renewal works to meet ONRC performance measures.
Kakanui Point Bridge
The Kakanui Point Bridge was built in 1899 so that makes it 118 years old and is reaching the age of
retirement. The bridge is protected by Heritage New Zealand. It is 172m in length, provides one lane for
vehicle traffic with a walkway on the south side of the bridge. It is mainly built with hard wood timbers
and provides a link between the south and north parts of the Kakanui Township.
It has been posted for speed, down to 10km/hr, for over 20 years and within the last year has been
posted down to 80% weight restriction as well. A significant amount of investment has gone into the
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bridge over the years and Council now wants to look at options for strengthening or replacement to full
Class 1. Council has discussed the point of entry with NZTA and is undertaking a strategic business
case to determine the best options. The indicative and detailed business case is scheduled for 2018/19
with the design in 2019/20. Whatever the option is, whether strengthening or replacement, construction
was scheduled for 2022/23 however NZTA have recommended that it be brought forward to 2020/21 to
ensure there wasn’t a big time gap between the business case and the design and construction.
Outcome – Very successful strategic case completed.
Springfield Road
Springfield Road has been closed for lengthy periods arising out of the last few flood events. The road
will be raised by half a metre to ensure the road remains passable. Fortification and Station Road have
had similar treatment to improve the resilience of the network in that area.
Outcome –Successful; alternative non-asset solutions have been used. Urgency to complete project
not as great and will be include in LCLR program.
Moeraki
Lonely Planet has named Moeraki Boulders as one of New Zealand’s top tourist attractions so a surge
in tourism is expected in that area. Council will undertake a business case to identify options for
accessibility to the Moeraki Boulders, as well as the lighthouse. An outcome is likely to be the widening
of Tenby Street to provide a safe tourist route as well as improved accessibility to the Moeraki Township.
Outcome –Mixed success. Seal widening of Tenby Street to go ahead next year in conjunction with
pavement rehabilitation. Retaining Haven Street as the main entrance to Moeraki is proving to be very
challenging.
Waianakarua Road Re-alignment
Waianakarua Road has been reduced to one lane traffic as a result of a slip above the Waianakarua
River. This has been in place for a number of years and there is no immediate threat of further slippage.
Regular use by heavy vehicles other than by Fonterra milk tankers is considered to be low.
As a result, the project covers the design and construction of a road realignment away from the
Waianakarua River. We currently have good stormwater controls in place and the situation is being
monitored. This project will be amended to a small realignment in line with the ONRC classification of
the route. Land has been purchased adjacent to the slip to permit the road to be realigned.
Outcome –Success; drainage solutions have allowed the project to be deferred.
Coastal Roading (Rural)
Council have agreed to fund $50,000 per year in unsubsidised preventive protection works to give effect
to their Coastal Roads Strategy. This will apply to the lengths of Beach Road and Waianakarua Road.
Outcome –Successful in providing coastal protection to high priority areas.
Coastal Roading (Urban)
Through the LTP process Council will allocate $50,000 per year in unsubsidised preventive protection
works. This will apply to the roads in Oamaru that are affected by coastal erosion.
Outcome – No protection to date completed
Holcim Roading Improvements
At this stage, the project is unlikely to occur as the resource consent has lapsed but it may well go ahead
in the future. In the meantime these projects will be included in Council’s minor Improvements
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programme so that if and when Holcim proceed with their $450M cement plant, all projects will already
be completed. As an indicator to the chance of this project going ahead, Holcim have completed an
upgrade in the port of Timaru as part of their ongoing operations.
Outcome – project on hold
Walking and Cycling
We intend to prepare a business case to evaluate the case to invest in improving customer modal options
for the key commuter journey between Oamaru and the Pukeuri meat works, 4km north of Oamaru on
State Highway 1. WDC and NZTA Highway Network Operations have agreed in principle to a
collaborative approach that will see HNO funding the majority of cost and council responsible for delivery.
This plan is a variation from the historically planned cycleway along the rail corridor which proved to be
more expensive. The current option is estimated to cost approximately $600,000.
In addition there are two other walking and cycling tracks in Oamaru that Council would like to complete
as part of our minor improvement program; Oamaru Creek through to Orwell Street to join with the
existing cycleway to Waitaki Boys High School. The other track will be up Buckleys Hill on Redcastle
Road to Reservoir and Ardgowan Roads.
Outcome – Mixed success as most projects are likely to be deferred other than Humber Street.
Footpath maintenance and renewals
Footpath inspections and maintenance have been included in the roading maintenance contract from 1
July 2012. This includes potholes, cracking repairs and surface tripping hazards. Tree roots have
become a problem in recent years, especially those from private property or street trees. In addition,
Council has a programme of lichen spraying on the footpaths as it has progressively become a problem
for Council with footpaths becoming slippery when wet or frosted. Lichen spraying rather than water
blasting has retained a very good surface.
Outcome – Good success. Last year’s performance measurement was greater than 96%
6.4 Safety Improvements
Community Road Safety Activities
We intend to increase investment in this programme to give effect to the national Safer Systems and the
Safer Journeys Strategy. Our goal is to reduce fatal and serious injuries with a view to eliminating them
in the long term (25years). The benefits of the programme are demonstrated by the continued trend in
reduced serious injuries on our network, figure 6 section 2.4.5 Road Safety. The trend in fatal injuries
is increasing and Council will be working hard to reverse that trend. From an ONRC perspective, the
increase relates to Secondary Collectors and Low Volume roads. Road Safety programmes cover state
highways as well as local roads.
Outcome – Mixed success. Increase in road safety budget required to reverse increasing trend in
crashes and worsening results in communities at risk register.
Seal Widening
We will continue to carry out targeted seal widening at locations prioritised by ONRC and the Roading
Network Plan where there is a high risk of head-on crashes due to the narrow carriageway and the
increased volume of heavy vehicle and over width vehicle traffic on low volume rural roads. There is
additional benefit sought in reducing whole of life costs associated with increased deterioration. This
investment will also reduce the reactive maintenance costs associated with edge break on these
carriageways.
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We will be undertaking detailed assessment of high risk locations, as identified both by the ONRC
performance measures and utilising the Roading Network Plan.
Outcome – Successful. Seal widening program is well underway and is being accelerated with the Low
Cost Low Risk increase to $1M per project
Low Cost Low Risk Improvements
Council has included the seal widening budget into low cost low risk improvements. The programme of
works is based on projects identified through a risk assessment process, known as the Safety Deficiency
Database. Safety deficiencies are identified by the roading team and or the contractor and prioritised in
terms of likelihood and consequence to the customer’s safety.
Safety improvements eg traction seals on Danseys Pass are included in the 2018-21 programme along
with walking and cycling projects and other small projects.
Tourist carparks for visiting drivers have also been included. This is a growth area for Waitaki and there
is a requirement for the appropriate tourist infrastructure within the roading network.
Council is establishing a risk register within the AMP to identify, assess and treat risks. Where these
relate to safety issues on the network, the risk register will be used to prioritise projects alongside the
Deficiency Database.
Outcome – Successful. An increase in Low Cost Low Risk is being requested to accelerate safety
improvement works. Increased budget matches Business Unit capability and delivery
6.5 Amenity Improvements
Harbourside Projects
This project improves accessibility and safety to the Historic Precinct redevelopment. Council will
develop a business case to ensure that any upgrades are completed ensuring value for money.
Upgrades will be completed as part of the minor improvements programme.
Outcome – Project deferred by Council
Reconstruction of Itchen Street
This length of road from Thames Street to Tyne Street is a hub for tourists and tourist buses. Tourist
buses park on the north side of the road. Tourists then have easy access to the Information Centre and
public toilets. It also provides vehicle and pedestrian access to the Victorian Precinct. It is likely to extend
around to Lower Thames Street. The scope of the project will come out of a feasibility study to be
completed in 2017/18.
Outcome – Project deferred out of Low Cost Low Risk and may be included in pavement rehabilitation
6.6 Travel Time Reliability Improvement
Customer Communications
Council released a smartphone app a few years ago and enhanced the process for web updates to
improve communications with customers during extreme weather events or in other instances when
travel times are delayed. This enables customers to mitigate travel delays by altering or rescheduling
their journey plans. In addition to providing local road information, the smartphone app provides a link
to State Highways information, to support the one network approach.
Outcome – Waitaki Roads app Very successful. Snap Send Solve less popular
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Council also promotes the use of this Snap Sen Solve app which also improves the efficiency of WDC staff to respond to customer and performance issues on the network.
7 Programme of Work (Non-Financially Assisted)
Carpark Maintenance
A continuation of maintenance levels for Council’s 11 existing carparks are planned with the Humber
Street car park in Oamaru sealed in 2017/18. This will assist in reducing overall maintenance costs and
increase efficiencies and utilisation of available parking area.
Footpath Maintenance
The draft GPS 2018 identifies footpath maintenance and renewals as being financially assisted. They
have been removed from here and moved to financially assisted activities.
Retaining Structures Maintenance
An improvement to the level of unsubsidised retaining structure maintenance is planned to ensure that
retaining structures adjacent to footpaths are appropriately maintained. These do not include retaining
walls on private property.
Pest Plants
The budget is targeted to control roadside pest plants weeds on local roads to the requirements of the
Ecan and Otago Regional Pest Management Strategies. A budget for the control of wilding pines is also
included. This work activity is in the roading maintenance contract and has proved to be successful in
delivering efficiencies in cost and performance.
Rural General
Rural General allows for those activities in the rural areas which do not attract subsidy from NZTA and
also includes an annual $20k budget for extent of network issues.
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Township Works
These are projects which improve the amenity aspects of townships throughout the Waitaki District and
include litter bin collection, maintenance of street furniture, grass mowing in specific areas, vehicle
crossing upgrades and Christmas decorations.
Road Legalisation
This budget is included to ensure that land under new and existing roads is legalised as required. A
number of formed WDC roads in the network cross into private freehold land either in small amounts or
in their entirety. This is primarily as a result of historical issues but may also be where new roads are
formed over private properties or reserve land. In the case of subdivisions, this is not an issue as the
private land is vested as road.
Targeted Maintenance
Council has a small budget which is targeted into specific maintenance items. It is now limited to the
maintenance of the unsealed section of Haven Street in Moeraki.
Coastal Erosion
Council’s coastal erosion strategy includes an annual budget of $50k per year for erosion control in
specific areas of the coast where erosion is at its worst or is threatening links in the rural road network.
For example, protection works have been completed at Orore Point with more proposed. Council has
also approved a small amount for roads affected by coastal erosion in urban areas
Recoverables
Council has a relatively small budget for this activity. It allows private works to be completed in
conjunction with Council works and then allows Council to invoice for the cost. The majority of the activity
is for Overweight Permits and Development contributions. Recoverables also includes the new
Aggregate Supplies which feeds quarried aggregates to capital, maintenance and renewals.
8 Cost of Service Provision
8.1 Current Cost
As with all services, there are costs associated with providing an appropriate level of service to
customers. Over the past 6 years, WDC has spent an average of approximately $10.0M of subsidised
funding per year. Much of the increase is attributed to the new road maintenance contract that started
on the 1 July. Council has also spent $1.6M of unsubsidised funding our roading network annually. This
includes maintenance, renewals and improvements. The 2018/19 financially assisted programme is
$11.7M. This increase in investment is largely around the increase in Network and Asset Management
for the business unit and additional investment in the Low Cos Low Risk Improvements program.
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FIGURE 12: WDC FINANCIALLY ASSISTED ROADING EXPENDITURE 2012-2018
Figure 5.5 in Section 2 discusses where the current cost of our network sits versus other similar rural
roading networks. Although we may be able to say that the cost of our network has been “below average”
compared to similar networks over the past 5 years, it is unclear whether these other networks have
been providing a similar level of service. One thing we can identify is that our current level of investment
has not directly translated into satisfied customers. As demands increase and funding decreases, we
need to be able to focus on the customer needs and deliver a network that is fit for purpose.
2012/13 2013/14 2014/15 2015/16 2016/17 2017/18Average$/year
Resilience $81,295 $117,731 $897,687 $182,786
Emergency Works $878,328 $1,527,250 $220,535 $939,712 $594,304
Improvements $424,777 $364,419 $382,577 $978,737 $1,101,575 $811,469 $677,259
Road Safety Programmes $94,698 $105,302 $100,000 $150,000 $150,000 $150,000 $125,000
Transport Planning $24,130 $101,392 $30,478 $58,221 $56,687 $103,367 $62,379
Traffic services renewals $102,375 $88,064 $112,617 $211,179 $448,564 $1,350,681 $385,580
Structures component replacements $341,599 $295,669 $369,691 $51,642 $626,321 $374,037 $343,160
Sealed road pavement rehabilitation $1,091,481 $909,095 $1,572,726 $1,786,674 $933,187 $1,400,000 $1,282,194
Drainage renewals $228,822 $437,074 $386,067 $351,411 $391,511 $479,000 $378,981
Sealed road resurfacing $1,675,808 $1,197,829 $1,389,852 $1,577,834 $1,565,658 $1,625,000 $1,505,330
Unsealed road metalling $369,783 $628,441 $655,056 $637,476 $600,524 $700,730 $598,668
Network and asset management $720,368 $967,840 $831,330 $1,236,319 $1,247,277 $1,326,000 $1,054,856
Level crossing warning devices $85,368 $32,430 $106,305 $35,937 $24,884 $40,800 $54,287
Cycle path maintenance $3,224 $16,221 $10,536 $8,772 $6,826 $11,220 $9,467
Traffic services maintenance $430,865 $413,863 $356,333 $373,197 $458,871 $510,000 $423,855
Environmental maintenance $232,543 $263,372 $360,030 $274,607 $369,172 $311,000 $301,787
Structures maintenance $204,984 $129,174 $201,263 $107,587 $203,528 $289,573 $189,352
Routine drainage maintenance $245,661 $422,488 $340,717 $708,258 $451,775 $420,000 $431,483
Unsealed pavement maintenance $336,940 $386,836 $395,389 $365,773 $383,385 $488,300 $392,771
Sealed pavement maintenance $803,798 $998,616 $1,073,208 $1,037,417 $1,080,607 $1,349,300 $1,057,158
$0
$2,000,000
$4,000,000
$6,000,000
$8,000,000
$10,000,000
$12,000,000
$14,000,000
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8.2 Future Cost
The projected cost of service provision is detailed here. Figures included are from the 2015-25 RLTP.
It should be noted here that the financially assisted budgets in the LTP do not accurately represent the
NZTA investment that has been approved for the 2015-18 NLTP. Council will be ensuring that
expenditure of financially assisted budgets is to that of approved investment levels only.
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Operations and Maintenance (Financially Assisted)
FIGURE 13: WDC FINANCIALLY ASSISTED ROADING EXPENDITURE 2018-2028
$0
$1,000,000
$2,000,000
$3,000,000
$4,000,000
$5,000,000
$6,000,000
$7,000,000
$8,000,000
2018/19 2019/20 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28
Maintenance and Operation of local roadsFinancially Assisted
111 Sealed Pavement Maintenance 112 Unsealed Pavement Maintenance 113 Routine Drainage Maintenance 114 Structures Maintenance
121 Environmenal maintenance 122 Traffic Services maintenance 124 Cycle path maintenance 125 Footpath maintenance and renewals
131 Level Crossing Warning Devices 151 Network and Asset Management
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Financially Assisted
Maintenance and operation of local roads
Work
Programme
NZTA
W/C Project Type 2018/19 2019/20 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28 Grand Total
Maintenance
and operation
of local roads 111
Sealed
Pavement
Maintenance
$1,349,287 $1,391,115 $1,434,240 $1,470,095.74 $1,508,318 $1,550,551 $1,595,517 $1,644,978 $1,699,262 $1,758,737 $15,402,102
112 Unsealed
Pavement
Maintenance
$488,299 $503,436 $519,043 $532,018.66 $545,851 $561,135 $577,408 $595,308 $614,953 $636,476 $5,573,926
113 Routine
Drainage
Maintenance
$420,000 $433,020 $446,444 $457,604.71 $469,502 $482,649 $496,645 $512,041 $528,939 $547,452 $4,794,296
114 Structures
Maintenance$225,000 $231,975 $239,166 $245,145.38 $251,519 $258,562 $266,060 $274,308 $283,360 $293,278 $2,568,373
121 Environmenal
maintenance$336,000 $330,641 $340,891 $349,413.14 $358,498 $368,536 $379,223 $390,979 $403,882 $418,017 $3,676,080
122 Traff ic
Services
maintenance
$380,000 $391,780 $403,925 $414,023.31 $424,788 $436,682 $449,346 $463,275 $478,564 $495,313 $4,337,696
124 Cycle path
maintenance$11,220 $11,568 $11,926 $12,224.58 $12,542 $12,894 $13,268 $13,679 $14,130 $14,625 $128,076
125 Footpath
maintenance
and renew als
623,500 629,499 635,683 651,575 668,516 687,234 707,164 729,086 751,688 777,997 $6,861,943
131 Level
Crossing
Warning
Devices
$40,000 $41,240 $42,518 $43,581.40 $44,715 $45,967 $47,300 $48,766 $50,375 $52,138 $456,600
151 Netw ork and
Asset
Management
$1,502,848 $1,549,436 $1,597,469 $1,637,405.53 $1,679,978 $1,727,017 $1,777,101 $1,832,191 $1,892,653 $1,958,896 $17,154,996
$5,376,154 $5,513,710 $5,671,305 $5,813,088 $5,964,228 $6,131,226 $6,309,032 $6,504,612 $6,717,806 $6,952,929 $60,954,089
Maintenance & operation of local
roads Total
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Renewals (Financially Assisted)
FIGURE 14: WDC FINANCIALLY ASSISTED RENWALS EXPENDITURE 2018-2028
$0
$1,000,000
$2,000,000
$3,000,000
$4,000,000
$5,000,000
$6,000,000
$7,000,000
2018/19 2019/2020 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28
Renewal of local roadsFinancially Assisted
211 Unsealed Road metalling 212 Sealed Road Resurfacing 213 Drainage Renewals 214 Pavement Rehabilitation 222 Traffic Services Renewals
Roading AMP 2018-28
Effective Date: 1 July 2018
STATUS: DRAFT
1 May 2018 REV 2.0 PAGE 60
WAITAKI DISTRICT COUNCIL
Financially Assisted
Work
Programme
NZTA
W/CProject Type 2018/19 2019/2020 2020/21 2021/22 2022/23 2023/24 2024/25
2025/26 2026/27 2027/28Grand Total
Renew al of
Local Roads211
Unsealed
Road metalling$652,000 $672,212 $693,051 $710,377 $728,847 $749,254 $770,983 $794,883 $821,114 $849,853 $7,442,574
212Sealed Road
Resurfacing$1,625,000 $1,675,375 $1,727,312 $1,770,494 $1,816,527 $1,867,390 $1,921,544 $1,981,112 $2,046,489 $2,118,116 $18,549,360
213Drainage
Renew als$478,971 $493,819 $509,127 $521,856 $535,424 $550,416 $566,378 $583,936 $603,205 $624,318 $5,467,450
214Pavement
Rehabilitation$1,400,000 $1,443,400 $1,488,145 $1,525,349 $1,565,008 $1,608,828 $1,655,484 $1,706,804 $1,763,129 $1,824,838 $15,980,987
215
Structure
Component
Replacements
$340,000 $350,540 $361,407 $370,442 $380,073 $390,715 $402,046 $414,510 $428,188 $443,175 $3,881,097
222
Traff ic
Services
Renew als
$175,000 $180,425 $186,018 $190,669 $195,626 $201,104 $206,936 $213,351 $220,391 $228,105 $1,997,623
Renew al of Local Roads Total $4,670,971 $4,815,771 $4,965,060 $5,089,187 $5,221,505 $5,367,708 $5,523,371 $5,694,596 $5,882,517 $6,088,405 $53,319,090
Renewal of local roads
Roading AMP 2018-28
Effective Date: 1 July 2018
STATUS: DRAFT
1 May 2018 REV 2.0 PAGE 61
WAITAKI DISTRICT COUNCIL
New Assets and Transport Planning (Financially Assisted)
FIGURE 15: WDC FINANCIALLY ASSISTED NEW ASSETS 2018-2028
$0
$1,000,000
$2,000,000
$3,000,000
$4,000,000
$5,000,000
$6,000,000
$7,000,000
$8,000,000
$9,000,000
$10,000,000
2018/19 2019/20 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28
New Assets and Transport PlanningFinancially Assisted
003 Transport Planning 004 Programme Business Case Development 324 Bridge Renewals 341 Low Cost Low Risk Improvements 432 Community Outcomes
Roading AMP 2018-28
Effective Date: 1 July 2018
STATUS: DRAFT
1 May 2018 REV 2.0 PAGE 62
WAITAKI DISTRICT COUNCIL
Financially Assisted
New Assets and Transport Planning
Work Programme NZTA W/CNZTA W/C Name
Project
Description 2018/19 2019/20 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28 Grand Total
Transport Planning 003
Activity
Management
Plans
Transport
Planning Project $71,370 $72,725 $74,180 $76,035 $78,011 $80,196 $82,521 $85,080 $87,887 $90,963 $798,968
Transport Planning Total $71,370 $72,725 $74,180 $75,740 $77,400 $79,183 $81,100 $83,110 $85,270 $87,230 $787,308
Programme business case development 004
Programme
business case
development
Programme
Business Case $150,000 $0 $0 $0 $0 $0 $0 $0 $0 $0 $150,000
Programme business case development Total $150,000 $0 $0 $0 $0 $0 $0 $0 $0 $0 $150,000
324 Bridges Renew al $0 $500,000 $6,500,000 $0 $0 $0 $0 $0 $0 $0 $7,000,000
341
Minor
Improvements
Capital &
Operational $1,970,000 $1,950,000 $2,411,000 $2,050,000 $2,052,000 $2,056,000 $2,058,000 $2,062,000 $2,066,000 $2,070,000 $20,745,000
New and Improved Infrastructure for Local
Roads Total $1,970,000 $2,450,000 $8,911,000 $2,050,000 $2,052,000 $2,056,000 $2,058,000 $2,062,000 $2,066,000 $2,070,000 $27,745,000
Demand Management and Community
Outcomes 432
Community
Outcomes
Community
Focussed
Activities $170,200 $170,200 $170,200 $190,000 $190,000 $190,000 $190,000 $200,000 $200,000 $200,000 $1,870,600
Demand Management and Community
Outcomes Total $170,200 $170,200 $170,200 $190,000 $190,000 $190,000 $190,000 $200,000 $200,000 $200,000 $1,870,600
Total $2,361,570 $2,692,925 $9,155,380 $2,315,740 $2,319,400 $2,325,183 $2,329,100 $2,345,110 $2,351,270 $2,357,230 $30,552,908
Roading AMP 2018-28
Effective Date: 1 July 2018
STATUS: DRAFT
1 May 2018 REV 2.0 PAGE 63
WAITAKI DISTRICT COUNCIL
Maintenance and Operations of Local Roads (Non-financially assisted)
FIGURE 16: WDC NON-FINANCIALLY ASSISTED ROADING EXPENDITURE 2018-2028
$0
$100,000
$200,000
$300,000
$400,000
$500,000
$600,000
2018/19 2019/20 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28
Maintenance and Operation of local roads Non-Financially Assisted
Pest Plant Control Retaining Structure Maintenance Rural General Targeted Maintenance Car Park Maintenance Road Legalisation Recoverables
Roading AMP 2018-28
Effective Date: 1 July 2018
STATUS: DRAFT
1 May 2018 REV 2.0 PAGE 64
WAITAKI DISTRICT COUNCIL
Work
Programme Project Type2018/19 2019/20 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28 Grand Total
Maintenance
and operation
of local roads
Pest Plant
Control$55,600 $57,324 $59,101 $60,578.15 $62,153.18 $63,893.47 $65,746.38 $67,784.52 $70,021.41 $72,472.15 $634,673
Retaining
Structure
Maintenance
$21,100 $21,754 $22,428 $22,989.19 $23,586.91 $24,247.34 $24,950.51 $25,723.98 $26,572.87 $27,502.92 $240,856
Rural General $30,900 $31,858 $32,845 $33,666.63 $34,541.96 $35,509.14 $36,538.90 $37,671.61 $38,914.77 $40,276.79 $352,723
Targeted
Maintenance $12,400 $12,784 $13,181 $13,510.23 $13,861.50 $14,249.62 $14,662.86 $15,117.41 $15,616.28 $16,162.85 $141,546
Car Park
Maintenance $55,300 $57,014 $58,782 $60,251.29 $61,817.82 $63,548.72 $65,391.63 $67,418.77 $69,643.59 $72,081.12 $631,249
Road
Legalisation $50,000 $51,550 $53,148 $54,476.75 $55,893.15 $57,458.15 $59,124.44 $60,957.30 $62,968.89 $65,172.80 $570,750
Recoverables $195,000 $195,000 $195,000 $199,875.00 $205,071.75 $210,813.76 $216,927.36 $223,652.11 $231,032.63 $239,118.77 $2,111,491
$420,300 $427,284 $434,485 $445,347 $456,926 $469,720 $483,342 $498,326 $514,770 $532,787 $4,683,289Maintenance & operation of
local roads Total
Non-financially Assisted
Maintenance and operation of local roads
Roading AMP 2018-28
Effective Date: 1 July 2018
STATUS: DRAFT
1 May 2018 REV 2.0 PAGE 65
WAITAKI DISTRICT COUNCIL
Renewal of Local Roads (Non-Financially Assisted)
0
10,000
20,000
30,000
40,000
50,000
60,000
70,000
80,000
2018/19 2019/20 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28
Capital Renewals Non-Financially Assisted
car park renewals
Roading AMP 2018-28
Effective Date: 1 July 2018
STATUS: DRAFT
1 May 2018 REV 2.0 PAGE 66
WAITAKI DISTRICT COUNCIL
Work
ProgrammeProject Type 2018/19 2019/20 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28 Grand Total
Renew al of
Local Roads
car park
renew als40,000 71,610 42,518 40,000 41,040 42,189 43,413 44,758 46,235 47,854 $459,617
Renew al of Local Roads Total $40,000 $71,610 $42,518 $40,000 $41,040 $42,189 $43,413 $44,758 $46,235 $47,854 $459,617
Renewal of local roads
Non-financially Assisted
Roading AMP 2018-28
Effective Date: 1 July 2018
STATUS: DRAFT
1 May 2018 REV 2.0 PAGE 67
WAITAKI DISTRICT COUNCIL
Township Works (Non-financially Assisted)
FIGURE 17: WDC NON-FINANCIALLY ASSISTED ROADING EXPENDITURE 2018-2028
0
100000
200000
300000
400000
500000
600000
700000
2018/19 2019/20 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28
Township Maintenance Non-Financially Assisted
Ahuriri Township Corriedale Township Oamaru Township Waihemo Township
Roading AMP 2018-28
Effective Date: 1 July 2018
STATUS: DRAFT
1 May 2018 REV 2.0 PAGE 68
WAITAKI DISTRICT COUNCIL
Township Maintenance
Work
ProgrammeProject Type 2018/19 2019/20 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28 Grand Total
Tow nship
Maintenance
Ahuriri
Tow nship94,173 97,886 99,703 102,794 105,980 109,266 112,653 116,145 119,746 123,458 117,155
Corriedale
Tow nship66,732 70,795 72,486 74,733 77,050 79,438 81,901 84,440 87,057 89,756 784,389
Oamaru
Tow nship293,794 302,905 312,295 321,976 331,957 342,248 352,858 363,796 375,074 386,701 3,383,606
Waihemo
Tow nship122,369 126,163 130,074 134,106 138,264 142,550 146,969 151,525 156,222 161,065 1,409,307
Total $577,068 $597,749 $614,558 $633,609 $653,251 $673,502 $694,381 $715,906 $738,100 $760,981 $5,694,456
Non-financially Assisted
Roading AMP 2018-28
Effective Date: 1 July 2018
STATUS: DRAFT
1 May 2018 REV 2.0 PAGE 69
WAITAKI DISTRICT COUNCIL
Amenity Works (Non-Financially Assisted)
FIGURE 18: WDC NON-FINANCIALLY ASSISTED ROADING EXPENDITURE 2018-2028
$0
$50,000
$100,000
$150,000
$200,000
$250,000
2018/19 2019/2020 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28
Amenity Works Non-Financially Assisted
Duntroon Hampden Herbert Kakanui Kurow Maheno Moeraki
Oamaru Ohau Omarama Otematata Palmerston Shag Point Weston
Roading AMP 2018-28
Effective Date: 1 July 2018
STATUS: DRAFT
1 May 2018 REV 2.0 PAGE 70
WAITAKI DISTRICT COUNCIL
Amenity Works
Work
ProgrammeProject Type 2018/19 2019/2020 2020/21 2021/22 2022/23 2023/24 2024/25 2025/26 2026/27 2027/28 Grand Total
Amenity
WorksDuntroon $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $15,000
Hampden $10,000 $10,000 $10,000 $10,000 $10,000 $10,000 $10,000 $10,000 $10,000 $10,000 $100,000
Herbert $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $15,000
Kakanui $5,000 $5,000 $5,000 $5,000 $5,000 $5,000 $5,000 $5,000 $5,000 $5,000 $50,000
Kurow $17,600 $17,600 $17,600 $17,600 $17,600 $17,600 $17,600 $17,600 $17,600 $17,600 $176,000
Maheno $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $15,000
Moeraki $5,000 $5,000 $5,000 $5,000 $5,000 $5,000 $5,000 $5,000 $5,000 $5,000 $50,000
Oamaru $50,000 $50,000 $50,000 $50,000 $50,000 $50,000 $50,000 $50,000 $50,000 $50,000 $500,000
Ohau $3,000 $3,000 $3,000 $3,000 $3,000 $3,000 $3,000 $3,000 $3,000 $3,000 $30,000
Omarama $11,000 $11,000 $11,000 $11,000 $11,000 $11,000 $11,000 $11,000 $11,000 $11,000 $110,000
Otematata $19,923 $19,923 $19,923 $19,923 $19,923 $19,923 $19,923 $19,923 $19,923 $19,923 $199,230
Palmerston $20,000 $20,000 $20,000 $20,000 $20,000 $20,000 $20,000 $20,000 $20,000 $20,000 $200,000
Shag Point $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $1,500 $15,000
Weston $16,000 $16,000 $16,000 $16,000 $16,000 $16,000 $16,000 $16,000 $16,000 $16,000 $160,000
Total $163,523 $163,523 $163,523 $163,523 $163,523 $163,523 $163,523 $163,523 $163,523 $163,523 $1,635,230
Non-financially Assisted