D R A F T - Home · Hurunui District Council treatments at the optimum time so that the required level of service is delivered whilst minimising total life cycle costs. Renewals expenditure

Roading Asset Management Plan Roading Asset Management Plan

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7.4.3.5 Maintenance Intervention Adjustments

Maintenance intervention adjustments are used in a number of circumstances to help ensure that life-cycle costs are minimised. It is sometimes necessary to adjust these to cover things such as scheduled rehabilitation and additional maintenance work prior to resealing. For example, the digout repair specification for work in the years immediately before a programmed rehabilitation can be relaxed. Maintenance interventions are often practices that are not formally applied, but occur through the day to day decisions relating to management of the asset.

It would be useful for these informal interventions to be developed into a more formal Maintenance Intervention Strategy. The Council does not currently have such a strategy, however the need to reconsider this is a task included in the Improvement Plan.

Associated terms are as follows:

Trigger: The event that causes or requires a change to normal maintenance procedures.

Trigger Lead/Delay Time and Duration: The period before or after the trigger event during which normal maintenance is affected.

Primary Asset Elements Affected: The parts of the road that are subject to the changes.

Adjustments to Normal Maintenance: Outline descriptions of the changes that are applied to/deviations from normal maintenance practices.

Table 7-2 Maintenance Intervention Adjustments

Trigger Trigger Lead /Delay Time and duration

Primary Asset Elements Affected

Adjustment to Normal Maintenance

Carriageway Reseal

One year before programmed reseal

Sealed Surface Pavement Structural

Layers SWC shallow

Carry out pre-reseal repairs on surface and structure. Some defects normally patched with cold mix may be chip sealed. Includes local levelling and adjustment of service coversRemove high shoulders on rural roads.

Six months before programmed reseal (i.e. in the season reseal is programmed)

Markings Faded road markings acceptable provided they are visible at operating speeds, repainted if necessary to ensure safety (e.g. limit lines no longer present).

After reseal First coat marking and replacement of RRPMs is responsibility of resealing contractor. Maintenance and recoating of these is the responsibility of the road marking contractor.

One year after reseal

Pavement Surface Surface defects are the responsibility of/cost to the resealing contactor unless determined otherwise by the Engineer to the Resealing Contact.

Carriageway Rehabilitation

Two years before programmed rehabilitation / renewal

Pavement Digout depth reduced, in normal circumstances, by depth of proposed overlay/to 300-mm, whichever is the lesser. Resurface as single coat seal only. Tie in to adjacent surface may be rougher than normal, but must still be safe at operating speeds. Remove high shoulders on rural roads.

One year after rehabilitation/ reseal

Pavement Surface Pavement Structure

Surface defects are the responsibility of/cost to the resealing contactor unless determined otherwise by the Engineer to the Rehabilitation Contact. Structural and other defects are the responsibility of/cost to the resealing contactor unless determined otherwise by the Engineer to the Rehabilitation Contact.


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Footpath Renewal

Two years before scheduled renewal

Footpath Surface Maintenance reduced to the minimum required to maintain pedestrian safety, including removal of all tripping hazards. Some defects normally patched with cold mix may be chip sealed.

Footpath Resurfacing

One year before programmed reseal

Footpath Surface Footpath Structure

Fix soft spots, remove tree roots causing problems, fix broken/deficient stormwater pipes under the path Some defects normally patched with cold mix may be chip sealed.

7.4.3.6 Reporting

Reporting is on a monthly basis. The contractor must provide data to meet the recording and reporting requirements of the contracts. The data may also be used for making claims and for forward programming of work.

Data recording and reporting covers:

RAMM database reporting

Financial reporting by category

Detailed work reporting

Forward programming (next month)

Work approvals (next month)

Audits for monthly report to Infrastructure Committee

Meetings are held monthly between Council staff and the maintenance contractors.

7.4.4 Maintenance Standards and Specifications

The Council’s standards and specifications for maintenance and operational activities reflect legislative requirements and the best current technologies, national standards that can provide the required levels of service at the lowest lifecycle costs. All work performed and materials used are specified to be in accordance with the latest edition of the Council’s District Plan and the Council’s policies including its standards and guidelines. These in turn reference other documents including those produced by the NZTA, Austroads and Standards New Zealand.

Maintenance, repair and replacement of proprietary equipment are carried out in accordance with manufacturers’ recommendations, where applicable.

7.5 Asset Renewal/Replacement Overview

7.5.1 Introduction

Renewals are significant works that do not increase an asset’s original design capacity or improve its original condition; work over and above restoring an asset to original capacity and condition is considered improvement or new work. This said, when the capacity of an asset is increased during a renewal it is legitimate to treat only the incremental cost of the increased capacity as asset improvement / new work. A renewal may involve complete replacement of an asset or replacement of all or some major components.

Renewals are distinct from routine maintenance activities. While routine maintenance is an on-going task occurring from day to day and is necessary to repair wear and tear and keep an asset operating safely, renewal works are periodic and often both expensive and extensive; they restore the service potential of the asset consumed by normal use. Asset renewal is undertaken when an asset, or a significant component of an asset, has reached the end of its economic life. Renewals are normally considered at the level to which components are split for valuation purposes. Work that restores the


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structural integrity of components, e.g. repair of concrete spalling on a bridge, is therefore a maintenance activity and an owning and operating cost as defined by PBE IPSAS 1729.

Renewal work therefore includes:

Renewal and rehabilitation of existing assets to their original size and capacity that does not necessarily increase, but rather maintains the level of service provided by the asset(s);

Replacement of an entire component of an asset with a new one of equivalent size, capacity or a modern engineering equivalent of obsolete or obsolescent technology; and

Replacement component of a new work that increases the capacity of an asset; i.e. that portion of an upgrading work that restores the asset to its original size and capacity, and no more.

Examples of renewals in the roading context include:

Resurfacing of sealed and unsealed carriageways,

Over-laying existing pavements with a new structural layers,

Extensive excavation of existing structural layers and their replacement with new material,

Replacement of kerb and channel, footpaths, streetlights, etc. at the end of their useful lives.

7.5.2 Renewals Strategy

7.5.2.1 Identification

Cyclic renewal, replacement, or rehabilitation strategies are used for the progressive replacement of individual asset components that have reached the end of their useful lives. In roading, where there is a large asset base with a large number of different service lives and use-rates, this can be regarded as the work being carried out at a rate that maintains the service potential of the network in the long term. It also follows that the overall objective for rehabilitating and renewing pavements is to apply the correct treatments at the optimum time so that the required level of service is delivered whilst minimising total life cycle costs.

Renewals expenditure levels are set and adjusted on the following bases:

The age profile of roading and footpath assets

The condition profile of the assets

Ongoing maintenance requirements and costs

The life expectancies of individual asset components

The levels of service being delivered by the assets, in comparison to those expected and required.

The willingness of the NZTA to meet its share of the costs

The ability of the Council to fund the balance of ‘local share’ costs after NZTA’s contribution is considered.

Failure to maintain an adequate cyclic asset replacement programme will result in a decline in the overall standard and performance of the asset or asset components and generally also lead to increasing costs of ownership and use, unless the component is abandoned and withdrawn from service, which is rarely practical or possible.

The Council employs a number of techniques to assist it in establishing the most appropriate time in an assets life for renewal to occur. These techniques include:

29 NZ Public Benefit Entity International Public Sector Accounting Standard 17 Property, Plant and Equipment


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Deterioration modelling (dTIMS)

Benefit:cost analysis

Net Present Value analysis

Financial modelling

End of life projection

Demographics and land use analysis

Comprehensive options analyses using this information, which is summarised in “business cases” that support funding requests to NZTA.

7.5.2.2 Deterioration Modelling

This involves the predictive modelling of network components and network use to:

Generate expected performance curves for asset components over time

Generate a list of feasible alternatives for addressing the deterioration of the asset

Include the costs borne by road-users in the decision making process

Optimise the available renewal strategies for different funding levels

Prioritise interventions for different funding levels

Report on the results of the analyses

The Council carries out its deterioration modelling using NZ dTIMS CT30 software. This software is accepted by the NZTA as being suitable for this purpose. dTIMS provides outputs ranking optimised projects at a network level.

7.5.2.3 Benefit: Cost Ratio Analysis

Benefit: cost ratio analysis is used in the evaluation of roading projects throughout New Zealand and is generally abbreviated to benefit cost ratio or BCR. In summary, it considers the costs of various project options over a 25-year period and the user and social costs associated with each option over that time to determine the best option for completing a project.

BCR is essentially a project-level tool. The procedures and methodology for its use are well established by NZTA.

7.5.2.4 Net Present-Value (NPV) Analysis

The difference between net-present-value31 analysis and BCR is that the least-cost analysis considers only roading costs, ignoring those costs borne by road-users. NPV is required by NZTA for some renewals works, including kerb and channel replacement and some pavement-structure renewals.

NPV analysis is used at both project level and at network level. In the latter case, it is carried out using the Treatment Selection Algorithm included in the RAMM32 software package.

7.5.2.5 Financial Modelling

To establish depreciation charges for the road network, the Council values and depreciates its assets as required by law. Valuation and Depreciation of the roading asset are discussed further in Section 30 Deighton Total Infrastructure Management System modified by the (NZ) Road Information Management Systems Group (RIMS) for NZ roading conditions. RIMS is part of the National Asset Management Support (NAMS) group of IPWEA NZ. 31 Present-value, net-present-value, least-cost, and least maintenance-cost have the same meaning in the context of this plan.32 Road Assessment and Maintenance Management System; this is standard software, developed and maintained by CJN Technologies, used by all NZ road controlling authorities. Its use is required by Land Transport NZ.


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8.4. The results of the analyses to establish depreciation charges can be interpreted as a statement of the value of the service potential of the asset, or its components, lost or consumed through use.

If the asset is to be maintained in its optimal condition over time the long-term cost of depreciation should be matched by the long-term expenditure on renewals.

In most instances, depreciation is used as a check against other predictions of deterioration, and vice-versa. However, in the absence of other appropriate tools for modelling asset deterioration it serves as a good proxy for the behaviour of the asset. In particular, it is used to prepare the very-long-term (30-year) renewal forecasts, required by the 2013 Amendments to the Local Government Act 2002, incorporated in this AMP and the Council’s 30-year Financial Strategy.

7.5.2.6 End of Life Projections

Base lives and remaining lives are determined using the methodology set out in the International Infrastructure Management Manual (IIMM), and are documented in the current asset valuation.

Age and condition profiles are used to determine forward renewal programmes that are intended to maintain the overall standard of the system.

7.5.2.7 Relative Priorities

For the purpose of allocation of available funds, a renewal prioritisation system has been adopted. This is a guide only, and can be varied if circumstances warrant; it reflects the goals of safety and road efficiency and is:

Resealing

Bridge Replacement

Area wide treatment, road rehabilitation and reconstruction

Footpaths reconstruction and resurfacing

Road Signs, Markings and Control Structures

7.5.2.8 Associated Improvements (Work Category 231)

Where applicable, decisions to undertake associated improvements to the network are based on need – e.g. Sicon may recommend safety related improvements to be undertaken in conjunction with other works for maintenance optimisation.

7.5.3 Renewal Standards

Renewal works comply with the following technical standards:

NZTA standard specifications

Austroads — Guide to Traffic Engineering Practice

Austroads — Guide to the Structural Design of Road Pavements

Hurunui District Council’s Engineering Standards.

7.5.4 30 Year Infrastructure Strategy – Renewals For each of the asset sections that follow, projections of long term renewal needs have been made, largely based on the asset valuation lives.


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7.6 Capital Asset Development Overview

7.6.1 Asset Development Strategy

Demand for new or upgraded facilities arises from the needs of the existing population i.e. meeting the level of service standards, changing habits, and population growth. This demand can manifest itself in the need for:

New roads;

Sealing of unsealed roads;

Widening and alignment improvements;

Upgraded intersections;

New or upgraded bridges;

Appropriate urban facilities in closely settled areas, e.g. streetlights, kerb and channel, footpaths

The Council’s asset creation strategy is generally:

To prioritise work on the basis of need.

To prioritise works where NZTA subsidy can be obtained above those works where there is no subsidy. Occasionally there is some input from Council where roads are considered to have community benefit above that identified through economic analysis and non-subsidised works may be carried out.

To achieve networks of streets, rather than one-way access to properties, offering choices of routes to road users, avoiding concentration of traffic and providing alternative routes in emergencies.

To assist ratepayers with seal extensions on low volume roads and the maintenance of backblock roads that do not attract NZTA subsidy.

To fund its share of NZTA “Low Cost Low Risk” category to the fullest extent possible

The development of the road network is undertaken in accordance with the District Plan, which indicates priorities for road widening and new construction. Road designations included in the District Plan form a major commitment that, under the Resource Management Act, should be constructed within the period described in the Plan.

7.6.2 Asset Development Selection Criteria

7.6.2.1 Identification

Roading development projects involving the upgrade or acquisition of new assets are currently identified through issuing of s224 compliance notices, network monitoring, staff, statutory requirements, and through community and Council input. The condition of the network and its components is continually monitored and development areas are identified by the Council staff, contractors and consultants. Crashes and their causes are also monitored, as per the Hurunui Road Safety Action Plan, as described in the Safety Management Systems document, as they are key indicators of problem areas.

The concerns and desires of all stakeholders are identified, considered and taken into account when identifying development opportunities. This includes requests made by the Council, its Committees and Advisory Groups and by the Community Board. Statutory requirements must also be taken into account. These are imposed upon the Council as a road controlling authority in cases where there are subdivision or other intensive land developments that affect public roads.


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New footpaths and kerbs & channel are funded from the Amenities budget (targeted rates) which are allocated to and approved by the Wards Committees.

7.6.2.2 Prioritisation

Development projects are prioritised according to need, with consideration being given to the following:

The benefit: cost ratio of the individual projects including the costs of crashes.

The adverse effect of the current site, geometry, layout, or structure on public safety, measured in terms of the social cost of crashes,

The potential problems of the current site, geometry, layout or structure on public safety, measured in terms of the social cost of crashes wherever possible.

The adverse effects of the current site, geometry, layout or structure on adjacent properties and neighbours.

The dependence on a particular structure or route; for example, a bridge on a no-exit road would generally have a higher priority that one on a road with an alternative route available.

The risks of future crashes at the site.

Requests made by the Council, its Committees, the Community Board and Advisory Groups.

Statutory obligations.

Maintenance and other cost savings.

Other benefits.

Affordability.

Lifelines security.

Ranking of projects within each work category is relatively straightforward and methods used to do so are described under those category headings. However, ranking projects across activities is more problematic and a completely satisfactory system has not yet been developed.

The Council is gradually using more risk-based assessments in determining its priorities for new works.

7.6.2.3 Justification

Wherever possible, each project approval and requests for major new projects will be supported by an economic appraisal using benefit: cost analysis. This requires comparison of a number of factors over a 25-year period for all reasonable alternatives to each project, including consideration of a “do minimum” / “maintain existing” option. The evaluation includes consideration of:

The benefit to road users from reducing the time to travel along a given route

Vehicle operating cost savings.

Safety benefits.

Intangible benefits, including community dislocation, environmental issues (pollution, dust nuisance, water quality, noise and vibrations), adjoining land use and other possible local, regional and nation benefits.

Comparison of costs of building and maintaining the option.

7.6.2.4 Optimisation

Road lifecycle costs are optimised in the asset development phase by:


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Inclusion of full through-life maintenance costs for all practical alternatives in benefit: cost ratio calculations.

Ranking all capital works and projects on the basis of benefit: cost ratio.

Evaluation of options and staging for all road development projects.

Tendering and contract administration procedures that allow contractors and project designers to bring innovation and cost-savings to bear.

Periodic review of strategies and plans to ensure that only currently justified projects are built.

7.6.2.5 Coordination with Other Utilities

Opportunities are always sought to coordinate new asset development with work by other utility operators, for example, delaying installation of a new footpath until water main upgrading and telecommunication services have been completed.

Council has agreements in place with external utility operators (Telecom, MainPower, etc.) where work needs to be done on their services that conflict with Council projects. Similarly, there are internal arrangements with managers and operators of the Council’s utilities (water, sewerage and storm-water) and other council services including Parks and Reserves.

Although there is a standing agreement with KiwiRail that covers maintenance of railway crossings, any new crossing of the railway requires separate agreement.

7.6.2.6 Works Associated with Subdivisions

Roads, because of their fundamental role in providing access to and from, and often within properties, are directly affected by most changes in land use and by all subdivisions. Some of these effects may be very minor, but some can be quite significant — either locally or at a district network level. Developers pay the full cost of all roading development within new subdivisions, with new assets being vested in Council upon completion and the grant of subdivision titles, post agreed defects period.

The Council, as ultimate owner and operator of these roads, specifies minimum design criteria (HDC Development Engineering Standards) and checks the construction at critical stages. Where a development fronts an existing legal road, improvements will often need to be made to it, and sometimes to other parts of the network; for example, new seal, footpaths, kerb and channel, access improvements, increased seal width, improved sight lines and street lighting.

For each development, the Council considers the need for consequential roading improvements directly associated with it, whether it is residential, industrial, commercial, or a rural use that requires consent. Where improvements are justified, engineering staff seek to have appropriate conditions inserted into the relevant consents. Under the Local Government Act 2002 and its precursors, under the Resource Management Act 1991 and under case law, the Council, as the road controlling authority, is often not able to require a developer to pay the full cost of an upgrade to an existing road and is forced to share the cost of these works.

In these cases, the Council will have the costs apportioned on the basis of the District Plan’s conditions. The roads over which such contributions are sought have to be adjacent to the development in urban areas, but in rural areas contributions can and are sought for improvements on other roads that are directly affected.. In some instances it is possible for the Council to refuse consent for developments requiring such work because it is not in the public’s best interest to expend such funds, but such circumstances are relatively rare.

The means of recovering the costs of developments include Development Contributions and Financial Contributions. Development Contribution, levied under the Local Government Act 2002 recover the costs of programmed network improvements attributable to growth. Financial Contributions are placed on individual developers in accordance with the Resource Management Act 1991 to avoid, remedy or mitigate the adverse effects of a particular development.


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The nature of sub-divisional development is that the Council has little, if any, control over the timing or implementation of any project. If consent requires a contribution from the Council to upgrade roads the Council will carry out the work and retrospectively debt rate for the funding in the following year.

7.6.3 Asset Development Standards The Council’s standards and specifications for the construction of assets will reflect the best current technologies, national standards and legislative requirements. All new roading assets, constructed by the Council or acquired from subdivision developments, will be constructed in accordance with these standards, the latest version of the Hurunui District Council District Plan and the Council’s policies including its standard engineering practices and development engineering standards, Standards and Guidelines and relevant NZ Standards. These in turn often reference other documents including those produced by NZTA and AustRoads.

The risks, costs and benefits of accepting new privately funded assets, generally constructed in association with sub-divisional property development, are reviewed on a case-by-case basis by the Council staff and decisions to approve are made on that basis. The Council will accept such assets into public ownership only when the work is satisfactorily completed in accordance with the approvals given. The Council will not contribute to the cost of such works unless there are exception levels of service or equity issues.

Lowering these standards may adversely affect the network by delivering inadequate levels of service, by increasing the risk of prosecution for inadequate attention to safety issues and through non-compliance with the intent of the Resource Management Act. Increasing the standards can increase maintenance demands and can compromise the ability of the Council to fund other renewals and development works.

7.7 Asset Retirement / Disposal

7.7.1 Background Assets are considered for disposal when:

They become uneconomic to own or operate,

They become surplus to current needs or technology, or

Through rationalization of the asset stock. The most common reason for disposal is when part of a road or a junction has to be re-aligned and the disused part becomes surplus to requirements.

The Council is not free to dispose of roading assets as it wishes. The principal controls on its ability to do so are:

Section 342 of the Local Government Act 1974. This gives the Council authority to remove a road from the network and for title to it to be granted to the Council. The procedure is legally described as “stopping”. The Council’s ability to stop a road is tightly circumscribed by statute and common law; in summary:

o the intention to stop the road must be advertised for public submission in accordance with Schedule 10 of the Act

o if there are any objections that cannot be resolved the matter must be decided by the Environment Court.

o The Minister of Lands must give prior consent to the stopping of any rural road.

Part 6 (Sect 75 ff) of the Local Government Act 2002 stipulates how the Council must make decisions. To meet its requirements the Council must have a “Significance and Consultation” policy and consult the public, using the “Special Consultative Procedure” on significant matters.


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Every land title must have a legal access to it. This is usually a road, whether formed or unformed, but it may be by a legal right of way.

The Public Works Act 1981 contains provision relating to the sale of land and offering surplus land back to the original owners, which also affects these processes.

If a road is diverted or re-aligned rather than being removed from the network (land swap), the particular provisions around road stopping may not apply.

7.7.2 Unformed Legal Roads

There are a large number of unformed legal roads in the District (about 2,500km). These are often referred to as “paper” roads, have no active function in the roading network and are predominantly in rural areas.

The Council does intends to review and rationalise this network through an Unformed Legal Road Policy. Thus, it will review each section of this asset stock, either as the result of requests put to it or for other network management reasons.

The general principle behind these reviews will be one of erring in favour of legal road retention as the very-long term needs of future generations are not easily or accurately determined and the short-term needs of adjacent property owners must be balanced against those future needs.

Possible future needs for these individual roads include:

Providing legal access to properties

Physical access, this could be only pedestrian (tramping), cycle or vehicular access (Walking Access Commission)

Corridors for network utilities and services

7.7.3 Other Areas

From time to time, berm and verge areas become surplus to Council’s requirements, or areas being informally occupied by adjoining landowners, may be identified for disposal. These areas are legally part of the road and are under the jurisdiction of the legislation outlined above. Sales of such surplus areas of land will be in accordance with relevant legislation and Council decisions and policies.

7.7.4 “Occupied Roads”

Roads cannot be leased, however the space under of above the trafficked area can be.

Often unformed legal roads will be grazed and managed as part of the adjacent property; few of these roads are subject to formal arrangements as to this use. Other areas of road reserve land are occupied by private persons or organisations under formal “licence to occupy” agreements. The Councils’ policy on licences to occupy is detailed in its Safety Management System.

7.7.5 Uneconomic Roads and Structures The matters discussed in this section usually apply to bridges in remote rural areas but they may apply to sections of carriageway or other aspects of the road network.

NZTA has made a formal policy determination on provision of financial support for “uneconomic roading facilities”. This is detailed in its Programme and Funding Manual33. The determination defines an uneconomic roading facility as one where the total cost of the proposed works per AADT34 is greater than or equal to $8,000.

33 Section 4.32 of Programme and Funding Manual Edition 3 Aug 2006 34 AADT – annual average daily traffic (=Average daily traffic x 365 (Approx))


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The determination also states that NZTA will not normally provide financial assistance (subsidy) for uneconomic works, but that it will continue to provide financial assistance for cost-effective maintenance.

The Council’s practice is that it will generally not carry out uneconomic roading projects using its own funds. It may be prepared to carry out specific uneconomic projects if it reaches agreement with potential users over cost sharing.

Uneconomic roading facilities that can no longer be maintained in a safe condition will be closed to public use, and, where possible disposed of. This will normally be by selling the structure to the landowner benefiting from the access, albeit for a “peppercorn”. In each instance it will be a formal decision of the Council whether to sell such an asset and the value of the transaction. The Council may need to bring any such bridges up to standard as part of any transactions. No specific funds have been allowed for this activity.

7.7.6 Disposals Revenue The use of revenue arising from the sale of any assets will be credited to the respective operating account at the time of the asset’s disposal.

7.8 Work Categories The Council categorises its roading and transportation works into two broad groups, subsidised and unsubsidised, based on the availability of NZTA financial assistance rate (subsidy), as listed in the following tables. There are additional categories, designated SPR, for that part of Route 70 which is a Special Purpose Road (17.3km). Allocations are provided in this AMP from the 2019/20 year onwards. Table 7-3 Subsidised Activities

NZTA Activity Work Category NZTA Work Category No.

Investment Management (inc Transport Planning

Activity Management Planning 2018-21 NLTP 003 Programme Business Case Development 004

Road Maintenance (local roads) Sealed Roads Pavement Maintenance 111 Unsealed Pavement Maintenance 112 Routine Drainage Maintenance 113 Structures Maintenance 114 Environmental Maintenance 121 Traffic Services Maintenance 122 Operational Traffic Management 123 Cycle Path Maintenance 124 Level Crossing Warning Devices 131 Minor Events 140 Emergency Works 141 Network & Asset Management 151

Road Maintenance (renewal and improvement of local roads)

Unsealed Road Metalling 211 Sealed Road Resurfacing 212 Drainage Renewals 213 Sealed Road Pavement Rehabilitation 214 Structures Component Replacements 215 Environmental Renewals 221 Traffic Services Renewals (includes street lighting) 222

Associated Improvements 231 Preventive Maintenance 241 Road Improvements (local New Traffic Management Facilities 321


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NZTA Activity Work Category NZTA Work Category No.

roads) Replacement of Bridges and Structures 322 New Roads 323 Road Improvements 324 Seal Extension 325 Property Purchase (local Roads) 332 Advance Property Purchase 333 Low Cost Low Risk 341 Resilience Improvements 357

Road Safety Promotion Promotion, Education & Advertising 432 Walking and Cycling Pedestrian Facilities 451

Cycling Facilities 452 Public Transport Public Transport Facilities Operations and Maintenance 514

Public Transport Infrastructure Improvements and Major Renewals

531

Low Cost Low Risk Public Transport Improvements 532

Table 7-4 Unsubsidised Activities

Activity Asset / Work CategoryMaintenance;Renewals; andNew and improved infrastructure

Car Parking Bus Shelters Kerb and Channel (where not covered by Major Drainage Control)BermsFootpaths Street Lighting (where not covered in Category 221 as subsidised work)


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7.9 Activity Management Planning This work category covers the preparation and improvement of land transport activity management plans, regional public transport plans, road safety action plans and procurement strategies relating to the 2018-21 NLTP. Essentially this relates to elements of the programme business case for the roading AMP and is distinct from Network and Asset Management (refer Section 7.23).

Specific activities which are included:

Community consultation related to the improvement of Activity Management Plans and RPTPs;

Associated demand forecasting;

Development of levels of service targets and implementation plans;

Asset performance and service gap analysis;

Optimisation process development, including development of network operating plans;

Financial forecasts, and

Development and improvement of asset deterioration models.

7.9.1 Financial Forecast

A summary of the various work activities and the short term maintenance forecasts are described in the following tables. Note that all forecasts are in 2018/19 dollars. Table 7-5 Forecast 3 Year Maintenance Expenditure ($000):

WCCode

WC Description Final Claims CurrentApproved

Yr 1 Yr 2 Yr 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21003 Activity Management

Planning 2018-21 NLTP

NA* NA* $0.0 $75.0 $75.0 $75.0

*Not historically requested

Longer term 10 year forecasts are provided in the next table. Table 7-6 Forecast 10 Year Maintenance Expenditure ($000) under WC 003:

WC Code 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

003 $75.0 $75.0 $75.0 $75.0 $75.0 $75.0 $75.0 $75.0 $75.0 $75.0


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7.10 Sealed Roads

7.10.1 Sealed Roads Maintenance

Sealed road pavement maintenance includes the activities shown in the table below: Table 7-7 Sealed Roads Maintenance Activities

NZTA Work Category

Key activity Sub-activity Comment

111 & 111-SPR Sealed roads pavement maintenance

Pothole repairs Routine reactive Dig-out repairs Routine reactive Surface levelling Planned, based on site

inspections Edge break repairs Crack sealing Water cutting Surface levelling Trimming of high shoulders Low shoulder filling Stabilisation repairs Pre-reseal repairs (activity types

above) Carried out prior to resurfacing

The maintenance management strategy is that all activities are carried out based on prioritised need.

Note that over the last 2 years, low shoulder filling has actually been edge break related.

Details of the various types of defects and the method of repair are in the road maintenance contracts’ specifications. In general, small repairs such as potholes, short sections of edge break and small areas of surface levelling are completed by the patching truck as part of its routine cycle.

Patch repairs are usually open-graded emulsion mix because it:

Reduces problems with binder-bleeding through the subsequent reseal35,

Is easier to store and transport; and

Has a relatively long life in our climate before a reseal is needed. (Some areas have been able to be left without a reseal for over three years, with no problems).

Potholes are addressed by the contractor on a basis that requires inspections of the network in accordance with an agreed schedule and all discovered potholes to be addressed.

Failed areas are inspected by engineering field staff to determine the cause of the failure, including when the excavation is “open”. This informs a decision making process for the particular length of road, the options being:

Continue a maintenance regime (i.e. repair failed areas as they occur)

Drainage (flanking) improvements

Renew the pavement over the extent of the area that is similar to the failure using an area wide, rehabilitation or shape correction treatments

These three options are evaluated technically and economically to ascertain their “fit” with the Council’s objectives and Levels of Service and current NZTA requirements.

35 If the work is likely to be sealed within 6-months hot mix is used to reduce the likelihood of seal-loss.


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7.10.1.1 Maintenance Intervention Adjustments

The background to Maintenance Intervention Adjustments is discussed in Section 7.4.3.5. The adjustments applied here relate to pre-reseal repairs.

7.10.1.1.1 Pre-reseal Repairs

Resealing is a renewal activity described in Section 7.10.3.

Pre-reseal repair work is carried out a year in advance under the road maintenance contract. The purpose of this work is to ensure that all defects are repaired prior to the reseal season. It includes trimming of the existing shoulder and berm to remove the build-up of soil, vegetation and chip at the edge of the carriageway and to form shallow drainage-swales on all rural road sections. Co-ordination of these two activities, shoulder maintenance and re-seals, ensures that over time the entire network will have an improved drainage and also ensures that the damage to the carriageway from the shoulder-maintenance works is minimised.

Experience has shown that pre-reseal repairs usually cost about one-third (1/3) of the value of the resealing programme. The financial forecasts include specific annual allocations for pre-reseal repairs on this basis.

7.10.2 Sealed Roads Maintenance Forecast

7.10.2.1 3 and 10 Year Forecasts

A summary of the various work activities and the short term maintenance forecasts are described in the following tables. Further detail relating to the breakdown in costs by sub-activity will be provided in a subsequent version of the AMP.

Note that all forecasts here are in 2018/19 dollars. These are adjusted for assumed inflation in Section 8.0 for submission to NZTA and consideration in HDC’s LTP. Table 7-8 Forecast 3-Year Maintenance Expenditure by Sub-Activity $000

Sub-Activity 2015-2018 3 year average 2018/19 2019/20 2020/21

Pothole repairs $$ $$ $$ $$

Dig-out repairs $$ $$ $$ $$

Surface levelling $$ $$ $$ $$

Edge break repairs $$ $$ $$ $$

Crack sealing $$ $$ $$ $$

Water cutting $$ $$ $$ $$

Surface levelling $$ $$ $$ $$

Trimming of high shoulders $$ $$ $$ $$

Low shoulder filling $$ $$ $$ $$

Stabilisation repairs $$ $$ $$ $$

Pre-reseal repairs (all activity types) $$ $$ $$ $$

TOTAL $$ $$ $$ $$


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Table 7-9 Forecast 3 Year Maintenance Expenditure ($000):

WCCode


Yr. 1 Yr. 2 Yr. 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21

111 Sealed pavement maintenance

$1351.6 $1369.7 $1207.1 $1095.0 $1315.0 $1215.0

Table 7-10 Forecast 3 Year Maintenance Expenditure Special Purpose Roads ($000):

WCCode


Yr. 1 Yr. 2 Yr. 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21

111-SPR Sealed pavement maintenance

$20.5 $2.0 $71.1 $60.0 $100.0 $100.0

10 year forecasts are provided in the next table. Table 7-11 Forecast 10 Year Maintenance Expenditure ($000):

WC Code 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

111 $1095.0 $1315.0 $1215.0 $1233.7 $1259.6 $1286.1 $1313.1 $1340.7 $1368.8 $1397.5

111-SPR $60.0 $100.0 $100.0 $60.0 $65.0 $70.0 $70.0 $85.0 $70.0 $75.0

TOTAL $1155.0 $1415.0 $1315.0 $1293.7 $1324.6 $1356.1 $1383.1 $1425.7 $1438.8 $1472.5

Figure 7-3 shows the last 10 years expenditure along with the proposed investment programme:

<need to insert graph and discuss historic and future trend (on-going)>> Figure 7-3 Sealed Pavement Maintenance

7.10.2.2 Forecasting Assumptions

In addition to financial assumptions detailed elsewhere:

Sealed road maintenance costs will increase in proportion to the increase in sealed road length. This is a reasonable assumption, as the Council’s policy is all new developmental roading shall be sealed.

Sealed road maintenance costs will increase proportionately with general traffic growth across the network. This is a reasonable assumption as growth is being experienced in all areas. A significant proportion of this growth is generated by increased use of existing vehicles.

Annual sealed road maintenance costs will increase proportionately with the length of seal extension completed in the previous financial year.

7.10.3 Sealed Roads Renewal

7.10.3.1 Work Types

NZTA’s work categories for this asset are listed in the following table, and relate to the renewal of top surfaces and pavement layers. Table 7-12 Sealed Roads Renewal Activities

NZTA Work Key activity Sub-activity Comment


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Category

212 & 212-SPR Sealed road resurfacing Various material types– includes Chip, AC, slurry, friction course / OGM

Programmed work

214 & 214-SPR Sealed road pavement rehabilitation

Granular overlay Programmed work Renovation / stabilisation Programmed work Rip and remake Programmed work Smoothing Programmed work

The primary types of renewal work undertaken in the Hurunui District are as follows: Table 7-13 Sealed Roads Renewal Treatments

Work Type Description Resealing and Resurfacing – Sealed Roads (212)

This work renews the impervious surface of the sealed carriageways, preventing entry of water and subsequent loss of pavement strength and surface deterioration. The importance of resealing in maintaining pavement strength and integrity levels is very high. The following principal techniques are used: Chip seal Cut-back or emulsified bitumen is sprayed, (hot, warm or cold depending on the seal-coat design) onto the prepared surface and is covered with stone chips. The bitumen waterproofs the surface and the stone protect the bitumen from wear while providing good adhesion for pneumatic tyres This is the predominant resealing technique used is chip sealing. Slurry seal A mixture of fine aggregate and emulsified bitumen laid approximately 6 mm thick providing a high-friction surface with smooth ride characteristics. Asphaltic surfacing Mix of graded aggregate and asphaltic binder, generally in a 20-35-mm layer. It is usually laid hot (‘hot-mix’) but cold-laid and cool-laid mixes are available. Friction Course / Open Graded Mixes Friction Course is a form of asphaltic surfacing used on roads where there are high stresses or high traffic volumes.

Overlays and Pavement Renewals (214)

This work includes reconstruction, renovation or rehabilitation of existing pavements In this context, area-wide treatments are least-cost maintenance solutions generally used to restore the strength of a pavement to its design specifications. The following techniques are available in this category: Full Reconstruction This is the removal of the existing base course and/or subgrade and replacement with new material. This is the most likely technique used on urban streets. Renovation Increasing the strength of existing base course/ sub-base materials by chemical stabilisation such as adding a stabiliser (hydrated lime or cement) and re-compacting. Granular Overlay Primarily used in rural areas this technique involves constructing an additional layer of base course on top of the existing pavement construction. Rip and Remake A combination of treatments, which involves the pavement being ripped up, or milled, and re-laid in place by heavy plant. This technique can utilise the blending in of new materials and stabilisation measures. This is used when the existing pavement structure can be reused in a reconstituted manner.


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Work Type Description Smoothing (214)

This is removal or reduction of irregularities in road surfaces where the structural condition of the carriageway is sound Smoothing involves placing an additional layer of asphaltic surfacing or a granular overlay with a new sealed-surface, on an existing sealed surface to smooth out irregularities. The techniques used are dependent on traffic volumes/road geometry and road condition.

Renewal standards are based on:

Achieving a target maximum roughness of 70 NAASRA counts

Meeting NZTA’s economic criteria

Pavement renewals are generally granular overlays, although in future some urban pavement renewals may require excavation and replacement of the pavement; no such works are foreseen in the next 10 years. Seal widening in association with renewal is recorded as an increase in asset size and value, and the marginal extra cost is treated as new capital expenditure.

7.10.3.2 Project Selection

The overall objective for rehabilitating and renewing pavements is to apply the correct treatments at the optimum time so that the required level of service is delivered and total life cycle costs minimised. The required level of renewal will vary depending on the:

Age profile of carriageway surfacing and structure;

Condition profile of carriageway, including roughness, poor skid resistance or surface texture, or obvious defects creating problems for road users;

Level of ongoing maintenance demand and cost; and

Differing economic lives of the materials used.

The main parameter that signals the need for sealed road renewal is asset condition. As the road surface and structural layers wear, they deteriorate and the road surface gets rougher. A measure of this is NAASRA, or IRI, roughness counts that are a measure of the number of vehicle axle movements (relative to the chassis of the vehicle) when a standard vehicle traverses a section of road. The renewal strategy is based around measuring and forecasting the deterioration of roads and scheduling investment in renewals when the level of deterioration becomes unacceptable.

Asset performance aspects, such as capacity and safety, may also be renewal drivers.

Rehabilitation is usually programmed when the NPV of maintenance exceeds the NPV of the renewal works.

This calculation requires accurate information on historical and actual costs, which are collected by maintenance contractors and recorded in the RAMM database. Up to date unit rate costs are also maintained in RAMM. Trends are monitored and the decision making process includes routine inspection information as well as RAMM condition data. All roads with average roughness greater than 150 NAASRA counts, or 130 counts for roads with higher traffic volumes or loadings, will be specifically assessed for treatment on site.

Renewal (resurfacing and rehabilitation) programmes are based on:

Consideration of traffic volumes, road inventory and condition information – cracking, texture, skid resistance, and remaining seal life;

dTIMS analysis. This indicates the resurfacing and pavement rehabilitation work needed to maintain the asset in an efficient and cost effective manner over a forward 10 year period, using deterioration modelling. The dTIMS recommendations are tempered with knowledge


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of historical costs and pavement deterioration rates and on engineering judgement. The latest dTIMS analysis report is at Appendix I.

RAMM Treatment Selection. This forms the basis of the re-sealing schedule and identifies carriageway sections based on analysis of average life-cycle data for broad treatment options, the volume and mix of traffic using the road, pavement condition, roughness and costs. It applies economic analysis principles in recommending year 1 and year 2 treatments;

Confirmation of the works and priorities identified in dTIMS and RAMM outputs by annual physical inspections and technical assessment using sound engineering principles;

Examine other forward works programmes, including those of other network utilities such as water and sewer, for clashes or other factors that may influence the decision to reseal or rehabilitate.

In addition to the above the following are considered for resurfacing:

Skid resistance requirement;

Completion of pre-seal repairs.

The Maintenance Contractor’s choice of resurfacing treatment is based on

Existing site condition – cracking, texture/flushing;

Reseal design - sand circle, traffic loading, previous seal;

Environmental and weather considerations – winter/summer pavement temperatures;

Service Manager’s/Engineer’s approval of programme and seal preference.

The Maintenance Contractor’s decisions to rehabilitate a section of pavement are made and based on:

Condition on site – high level of maintenance intervention required;

Economic Analysis (NPV) – maintenance costs (present and forecast) indicate better value to rehabilitate;

Options to rehabilitate – more than one option is considered and assessed, so as to provide best value option in terms of delivering the design requirements/level of service for least cost and fit for purpose;

Budget;

Service Manager’s/Engineer’s approval of programme.

Sites failing to meet NZTA funding criteria are considered for alternative solutions including major maintenance-level repairs, by dig-outs or other techniques, to repair the pavement.

7.10.3.3 Sealed Surfacing

This includes chip-seals and thin asphaltic concrete (AC) surfaces on sealed roads. There are very few thin AC (or “hot-mix” surfaces and similar smooth finishes) in the District. It is expected that there will be a steady increase in the length of roads with thin AC because of its popularity with developers and increasing scuffing problems in high-wear areas attributable to larger trucks.

As the cost of thin AC is much greater than the cost of a chip seal, AC use is limited to:

High volume roads where the longer life of AC surfaces and the impact of traffic noise on adjacent properties justifies its use;

Cul-de-sac heads to reduce wear and tear on the pavement due to scuffing from turning vehicles;

Where resurfacing with AC is the most cost-effective method for removing depressions and inconsistencies in vertical and horizontal alignment, especially on urban streets;


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At intersections where there are large numbers of turning heavy vehicles. In these circumstances chip-seals tend to flush and present a sticky bitumen surface, especially in warm weather:

Road pavements that are structurally sound, but have unacceptably rough surfaces, which can be rehabilitated by sealed smoothing – that is by the application of a levelling coat of asphalt.

The initial seal on a newly prepared road base has a much shorter life than other seal-coats. Second-coat reseals are generally applied one to three years after a new seal. Seal extension, seal widening and major renewal works all therefore affect the forecast resealing programme, both initially and also in the long-term..

In selecting the most suitable resurfacing material for each category of road the impact of that material on the total pavement life and the life cycle cost are considered. The following factors affect material selection:

Traffic volume, percentage of heavy vehicles, road geometry, and adjacent land-use zoning;

Rigidity of the existing road pavement; e.g. thick asphalt is a semi-rigid material and will fail if laid on a flexible foundation or on a road of insufficient strength to accommodate vehicle-loading stresses;

Proximity of dwellings to the carriageway and potential for noise nuisance.

Chip seals will continue to be the main sealed-surfacing used in the District:

Grades 3, 4, 5 and 6 (G4 etc.) are the predominant chip sizes used

Two coat chip reseals are predominant providing best ROI in context of WoL

Existing geometry and road widths are generally retained when resealing. Under-width roads that can be treated cost-effectively are seal widened 1 to 2 years before resealing is due.

The strategy adopted for renewing sealed surfaces is to reseal pavements as close to the possible to the end of the seal-coat’s economic life. This is determined by physical inspection of each candidate road’s pavement condition and is demonstrated by factors such as:

Crack initiation because of brittle binder,

Loss of binder-adhesion and stone loss,

Lack of water proofing resulting in pot-holes and other failures,

Loss of macro-texture resulting in loss of skid resistance, and

Loss of surface integrity, especially if the existing seal has been subject to significant potholing, trenching, edge break and dig-out repairs.

7.10.3.4 Pavement Rehabilitation

Between July 2009 and June 2014 15.15-km of pavement was renewed, this is equivalent to 0.5% of the sealed network, or a cycle time of over 200 years. This is two to four times the expected pavement lives used elsewhere in NZ and suggests that:

Rehabilitation target lengths may need to be significantly increased over the next few years as network ages and loadings increase; or

The bulk of the assets are mid-life and significantly increased expenditures will be required in future years.

Work carried out in preparing the previous version of the AMP suggested that the second case is probably applicable, with a peak of above-average expenditures being required every year from around 2040 to 2060.


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7.10.4 Sealed Roads Renewal Forecast


A summary of the various work activities and the short term renewal forecasts are described in the following tables.

Note that all forecasts here are in 2018/19 dollars. These are adjusted for assumed inflation in Section 8.0 for submission to NZTA and consideration in HDC’s LTP.

Table 7-14 Forecast 3 Year Renewals Expenditure ($000):

WCCode


Yr. 1 Yr. 2 Yr. 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21

212 Sealed road resurfacing $1101.6 $694.6 $1658.4 $1200.0 $1100.0 $1000.0

214 Sealed road pavement rehabilitation

$730.0 $330.3 $705.0 $700.0 $700.0 $700.0

Table 7-15 Forecast 3 Year Renewals Expenditure Special Purpose Roads ($000):

WCCode


Yr. 1 Yr. 2 Yr. 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21

212-SPR Sealed road resurfacing $0.0 $0.0 $0.0 $60.0 $60.0 $60.0

214-SPR Sealed road pavement rehabilitation

$0.0 $0.0 $0.0 $80.0 $140.0 $140.0

10 year forecasts are provided in the next table. Table 7-16 Forecast 10 Year Renewal Expenditure ($000):

WC 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

212 $1200.0 $1100.0 $1000.0 $1123.1 $1146.7 $,170.8 $1195.4 $1220.5 $1246.1 $1272.3

214 $700.0 $700.0 $700.0 $714.7 $729.7 $745.0 $760.7 $776.7 $793.0 $809.6

212-SPR $60.0 $60.0 $60.0 $61.8 $63.7 $65.6 $67.5 $69.6 $71.6 $73.8

214-SPR $80.0 $140.0 $140.0 $123.6 $127.3 $131.1 $135.1 $139.1 $143.3 $147.6

TOTAL $2040.0 $2000.0 $1900.0 $2023.2 $2067.4 $2112.5 $2158.6 $205.8 $2254.0 $2303.2

7.10.4.2 Long Term Projections

7.10.4.2.1 Pavement Surfacing

The long term forecast over the next 30 and 100 years is presented in Figure 7-4 and Figure 7-5. The figures show that the 30-year and 100-year averages are between $1.6 and $1.8 million per year. The forecast changes in service potential (solid line) are shown in subsequent figures.

Service potential represents the difference between renewal and depreciation (asset consumption), the graphs showing that forecast resurfacing sustains the asset’s service potential in the long term.


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Figure 7 4 30 year Forecast Reseals

Source: [HDC Rd Value_wRenewals 2016 Final7 update Brgs vD5_MAG.xlsx]Pav_Surface > $DO$26

Figure 7 5 100 yr Forecast Reseals


Figure 7 6 30 year Forecast Change in Service Potential



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Figure 7 7 100 year Forecast Change in Service Potential


7.10.4.3 Pavement Layers

The forecasts for pavement renewal over the next 30 and 100 years are summarised in the following charts. This includes the first-coat seals that are part of this work.

The low initial demand through to around 2030 shown in this forecast is expected to be significantly different from that in the longer term, with potentially significant expenditures looming. These graphs use the assumed long term asset lives from the valuation, upon which depreciation is based. The first ten years of the forecast use the latest dTIMS analysis.

This bulge is probably the result of the major boom in the country’s economy from the mid-1950s through to the 1970s and the extensive improvements to levels of service, including sealing most of the network that occurred then. While the due-dates for individual road sections can be expected to be quite variable across this period it is unlikely that this will result in a significant spread of expenditure across enough years to make an appreciable difference.

Note that a rural roadside drainage programme has been established to improve drainage and reduce the risk of pavement structure failure due to moisture ingress. This involves a cycle of re-shaping water table swales, as noted in Section 7.12.

Figure 7 8 30 year Pavement Renewal Forecast

Source: [HDC Rd Value_wRenewals 2016 Final7 - LTFS vC.xlsx]Pav_Base > $BT$27


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Figure 7 9: 100 year Pavement Renewal Forecast

Source: [HDC Rd Value_wRenewals 2016 Final7 - LTFS vC.xlsx]Pav_Base > $BT$27

7.10.5 Sealed Roads New Assets

NZTA’s work categories for this asset are listed in the following table. Note that work can also be carried out under Low Cost Low Risk Improvements resulting in the creation of new assets. Table 7-17 New Assets Work Activities

NZTA Work Category


324 & 324-SPR Road reconstruction Full reconstruction Programmed work 325 & 325-SPR Seal extension Sealing of unsealed roads Programmed work

7.10.5.1 Low Cost Low Risk Improvements

A number of improvements have been identified for the sealed roads network, in particular intersection improvements ($210k) and seal extensions ($220k). Refer Section 7.18.

7.10.5.2 Subdivisions

New sealed roads are vested in Council following subdivision development.

7.10.5.3 Council Projects

There are currently no proposals for Council investment in new projects in the short term.

7.10.6 Sealed Roads New Works Forecast

7.10.6.1 3 and 10 Year Forecast Table 7-18 New Works 3 Year Forecast $000

WC Code


Yr. 1 Yr. 2 Yr. 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21

324 Road reconstruction $0.0 $0.0 $0.0 $0.0 $0.0 $0.0

325 Seal extension $0.0 $0.0 $0.0 $0.0 $0.0 $0.0

Table 7-19 New Works 10 Year Forecast $000


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WC 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

324 $0.0 $0.0 $0.0 $0.0 $0.0 $0.0 $0.0 $0.0 $0.0 $0.0

325 $0.0 $0.0 $0.0 $0.0 $0.0 $0.0 $0.0 $0.0 $0.0 $0.0


Council intends to maintain its current asset stock as an overriding principle to road maintenance. With the right level of NZTA co-investment funding to match HDC’s invested financial local share, the roads will remain in a fit-for-purpose state to meet the predictable demands of current traffic loadings, with a caveat statement on any roads that may come under demand for 50MAX or HPMV permission.

Thus, HDC sees no future demand for road reconstructions.

Seal extensions has been a topic of hot discussion between officers, NZTA, elected members and senior management of HDC. Numerous demands have come from the public sector requesting the seal of unsealed road stock as a result of dust issues and/or increased heavy traffic loadings and journeys. HDC used to have a Seal Extension Policy to assist community members in these endeavours with 50% from HDC’s unsubsidised roading budgets to match fund interest parties 50% towards this improvement outcome, with HDC picking up the future maintenance and operations of this extra sealed stock through the road maintenance contract.

This policy had very little take-up from local ratepayers and had a requirement of 80% agreement of beneficiaries to proceed, if Council opted to invest the 50% unsubsidised funds in this endeavour. Complications arose surrounding the ‘forced’ payment of the other 20% even if they had opted not to be part of this ‘agreement’. This led to Council writing off bad debt and re-visiting the policy for improved management of this outcome.

The new Seal Extension policy requires 100% share of improvement from local beneficiaries, with 100% buy-in from all beneficiaries to progress this outcome. Officers are looking at cheaper approaches to dust seals, but concerns prevail with respect to WoL of these cheaper options and the created expectation that the Council will then replace the deteriorated asset through the NLTP funds allocated to manage the maintenance demands of all roading stock throughout the district.


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7.11 Unsealed Roads Unsealed roads provide an all-weather trafficable surface for all types of vehicles legally permitted to use the local roadway.

The metal surface provides a trafficable and comfortable traveling surface.

The metal surface provides a sacrificial surface to the underlying structural bound supporting layer

The underlying pavement layer provides the necessary structural strength to support the anticipated traffic loading.

Although not as water-proof as a sealed surface a tightly compacted metal road surface, maintained to the correct shape will provide a relatively impervious surface minimising entry of water and subsequent loss of pavement strength and surface deterioration.

Unsealed roads are very dynamic in their performance and at even moderate traffic volumes have higher maintenance demands than sealed roads36. They require more regular intervention to maintain their surfaces and shapes because of the influences of weather and traffic, they have poorer riding characteristics than sealed roads, and can create a dust nuisance affecting traffic and adjoining properties.

The surface of metal roads erodes with time and the passage of vehicles. It is renewed by placing crushed metal on the surface. Sometimes this is rolled into the surface, otherwise it is compacted by traffic movement.

7.11.1 Unsealed Roads Maintenance

Maintenance activities consists of routine work as listed in Table 7-20. Table 7-20 Maintenance Activities

NZTA Work Category


112 Unsealed pavement maintenance

Grading Programmed cyclic activity Spot metalling Reactive maintenance High shoulder removal Planned, based on inspections

The Maintenance Contract requires that “The Contractor is expected to assess the adequacy of their grading frequencies regularly and modify them as necessary to ensure the Levels of Service are achieved.” The Indicative Grading Schedule provided in the contract documents has an annual length of 2555 km of gravel roads proposed for grading, i.e. “grading frequency” x “road length”.

In Year 1 of their maintenance contract, SICON invested in a programme to get all unsealed roads into acceptable shape (6% cross fall camber, removal of high shoulders, establishment of good drainage water-tables, etc.). This involved an aggressive grading approach being taken from winter 2015 to winter 2016, representing a length graded of 4954 km. This ultimately produced both better drainage and more usable material on the roads, without significant maintenance metaling taking place.

The overall strategy has been to firstly bring the roads up to standard then evaluate and reduce grading frequencies to a maintenance standard.

Figure 7-10 illustrates this approach, showing SICON’s relative percent estimates of the grading resource considered optimum (red line), contract specification (purple line) and expected allocation over time (dark green line).

36 Sealed surfaces are generally uneconomic, in rural areas, below about 80 vehicles/day. Unsealed roads are usually uneconomic at volumes exceeding 120-150 vehicles/day


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The intention is to always be above the Contract Performance Specification. Grading performance is monitored by the Contractor’s operators and supervisor/Contract Manager Inspections, and the strategy adapted should it become necessary in achieving the required levels of service.

Figure 7-10 Grading Resource Analysis

Unsealed roads are graded on a proactive basis with frequencies varying from once a month to once a year, based on traffic use, topography, climate, number of dwellings and basic need of the road.

Pothole patching and isolated re-metalling are done by the contractor where needed and generally to coincide with the grading cycle, with repairs being done prior to the grading. This maintains a carriageway that is becoming worn, but does not yet need any major renewal.

Water tabling by removing excess shoulder and reclaiming appropriate material back onto the road (rotorgrading or by grader).

Reactive maintenance responds to observed condition or complaints. Intervention triggers include:

Potholes allowing water to penetrate the structural layers of the pavement, reducing its strength and life;

Sub-grade (e.g. clay) showing on the surface of the pavement;

Surface corrugations

Unsealed pavement standards are defined for surface condition, shape, maximum pothole size, corrugations.

Re-metalling is carried out as an asset renewal work and is discussed in Section 7.11.3.

When opportunities arise to enhance the safety and utility of these roads, they are carried out as new works (typically Low Cost Low Risk).

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Hurunui District Council Grading Resource Strategy

Optimum Grading ResourceContract Performance Specification


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7.11.2 Unsealed Roads Maintenance Forecast


A summary of the various work activities and the short term maintenance forecasts are described in the following tables. Further detail relating to the breakdown in costs by sub-activity will be provided in a subsequent version of the AMP.


Sub-Activity Current 2018/19 2019/20 2020/21

Grading $$ $$ $$ $$

Spot metalling $$ $$ $$ $$

High shoulder removal $$ $$ $$ $$

Other … $$ $$ $$ $$

TOTAL $$ $$ $$ $$


WCCode


Yr 1 Yr 2 Yr 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21112 Unsealed pavement

maintenance $462.2 $417.1 $580.0 $580.0 $580.0 $580.0


WC Code 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

112 $580.0 $580.0 $580.0 $585.8 $591.7 $597.6 $603.6 $609.6 $615.7 $621.8



There will be no growth in unsealed road length, as the Council’s policy is all new developmental roading shall be sealed.

Metal road maintenance costs will increase proportionately with general traffic growth across the network, especially as it relates to heavier vehicles permitted to access some unsealed roads. This is a reasonable assumption as growth is being experienced in all areas. A significant proportion of this growth is generated by increased use of existing vehicles.

7.11.3 Unsealed Roads Renewals

This work category provides for the planned periodic renewal of pavement layers, including top surface metal, on unsealed roads as listed in the table below: Table 7-24 Renewal Activities

NZTA Work Category


211 Unsealed road metalling

Re-metalling of surface layer – replacement of wearing course aggregate

Programmed cyclic activity


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Pavement rehabilitation – restoring pavement strength

Programmed based on investigation and increased traffic loadings leading to road failure

Carriageways that cannot be maintained to the required standard through routine grading and patching, because of insufficient running course, are scheduled for approval of the work necessary to overcome the problem. This may include trimming of high shoulders, a maintenance activity, or reformation of all or part of the base-course and running course, a renewal activity.

7.11.3.1 Re-metalling

Metal roads in the District are usually surfaced with a running course of AP32 and AP40 metal. The road surface is subject to periodic grading which maintains its water-shedding characteristics and an acceptable running surface for vehicles. Running course is slowly lost through the passage of vehicles, grading and the effects of weather, and is generally replaced on a regular cycle. The rate of metal loss can vary between 5-mm to 10-mm per year depending on the use and location of the road.

The maintenance contractor’s decisions to metal a road are made and based on:

Road hierarchy/traffic level – influences the rate of attrition and deterioration; Asset condition inspections – sufficient wearing course available to protect the structural

base; camber grade to shape to maintain good drainage; and surface condition provide smooth and safe travel;

Source of metal – what the road specifically requires i.e. not bound and lacking in fines, therefore blend in metal with clay fines, shape, water, compact (improved resilience of application);

Service Manager’s/Engineer’s approval of programme and source.

Metalling is based on the following:

Contract provision is 23,000 m3 @ 50mm thickness ($580k) based on an 11 year cycle (844km x 50mm x 6m = 253,000m3; i.e. 23,000m3 per annum)

There is now a backlog demand for this intervention requirement, with officers and road maintenance contractor looking to put down more than 40,000 m3 through 2017/2018. This will put this asset stock in better stead to meet the demands of this asset through the ensuing years to come, with continued appropriate levels of metalling applied annually.

Material type to be moved from loose to blended for improved material resilience and sustainability

7.11.3.2 Pavement Rehabilitation

Over time attrition also occurs to the pavement layers if insufficient metalling is applied as a sacrifice layer to protect the pavement layer, resulting in loss of pavement strength and increased deterioration leading to failure and increased maintenance costs. It is therefore necessary to make provision for some rehabilitation of the pavement layer, in addition to re-metalling, if this occurs.

This work could involve reconstruction, renovation, overlay or rehabilitation of existing pavement layers. The programme forecast has been based on the following:

Pavement rehabilitation allowance of $150,000 pa to restore layer attrition and address HPMV loading – e.g. stabilisation treatment. Cost estimate $15/m2 x 5.5m width x 2kms pa

Treatment strategy based on estimated proportion of network exhibiting distress failures of 5%, equivalent to 40kms, with partial treatment over 3 years equating to say 2kms pa.

Ongoing work beyond Year 3 over a total period of 20 years (40kms)


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dTIMS is currently unable to model the resurfacing and rehabilitation needs of metal roads, which are therefore based on engineering experience, detailed network knowledge and regular inspections, and frequent contact with the relevant road maintenance contractors.

In order to improve long term forecasting of this activity, further work in developing unsealed roads condition monitoring systems (e.g. pavement strength and metal-demand) and optimisation treatments is needed. This is recorded in the improvement plan.

7.11.4 Unsealed Roads Renewal Forecast


A summary of the various work activities and the short term renewal forecasts are described in the following tables.

Note that all forecasts here are in 2018/19 dollars. These are adjusted for assumed inflation in Section 8.0 for submission to NZTA and consideration in HDC’s LTP. Table 7-25 Forecast 3-Year Renewal Expenditure by Sub-Activity $000


Re-metalling $640.0 $580.0 $580.0 $580.0

Pavement rehabilitation $0.0 $150.0 $150.0 $150.0

TOTAL $640.0 $730.0 $730.0 $730.0

Table 7-26 Forecast 3 Year Renewal Expenditure ($000):

WCCode


Yr 1 Yr 2 Yr 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21211 Unsealed road metalling $272.3 $484.4 $640.0 $730.0 $730.0 $730.0

10 year forecasts are provided in the next table. Table 7-27 Forecast 10 Year Renewal Expenditure ($000):

WC Code 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

211 $730.0 $730.0 $730.0 $737.3 $744.7 $752.1 $759.6 $767.2 $774.9 $782.7



There will be no growth in unsealed road length, as the Council’s policy is all new developmental roading shall be sealed.

Metal road renewal costs will increase proportionately with general traffic growth across the network, especially as it relates to heavier vehicles permitted to access some unsealed roads.

7.11.4.3 Long Term Renewal Projections

There is currently no long term forecast for unsealed roads.

Expectations are that the proposed level of funding for Years 1 to 10 will need to be continued, pending further data acquisition and analysis – an improvement plan action.


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7.11.5 Unsealed Roads New Works

7.11.5.1 Improvements

A number of Resilience and Low Cost improvements have been identified for the unsealed roads network, in particular flood washout protection works and rural intersection alignment improvements, traction seals and railway crossings. These are funded from the appropriate work category (Sections 7.19 and 7.18 respectively) and total some $1.5m over the next three years.

7.11.5.2 Seal Extensions

There are currently no proposals for seal extensions, other than those which may occur through subdivision activity as discussed in the next section.

As discussed in Section 6.4.6.7 dust is potentially an issue which could influence the need for such work. Of note in considering candidates for treatment using NZTA’s scoring criteria (Research Report 590, Table 7.2 which scores dust risk categories as Low, Medium and High) is the expectation for methodology and costs (WoL) to be well defined along with calculation of potential maintenance costs savings.

HDC does not currently have a Dust Seal Policy to support seal extensions promoted using this approach. The existing Seal Extension Policy provides for funding from local residents set at 100% (paid before commencement of works). For proposals that NZTA accepts and co-funds in the future, the local share would be reduced but would still require 100% buy-in, given the complications that arose under the previous 85% acceptance threshold. Expected maintenance costs savings would need to be demonstrated (less budget demand under unsealed road maintenance for NZTA return on investment).

7.11.5.3 Subdivisions

In situations where unsealed roads need to be upgraded to sealed roads as part of subdivision development, options for implementation include:

Roads are sealed by the Council “ahead of time”, i.e. before the subdivision is opened up.

Using a ‘development contributions’ approach in accordance with the Local Government Act 2002. Such contributions must be growth-related and calculated to be equivalent to the additional costs imposed on infrastructure by the new development. These funds to be held in reserve for the specified growth-related projects.

Using a ‘financial contributions’ approach in accordance with the Resource Management Act 1991. Such contributions must be to avoid, remedy or mitigate the adverse effects of the development on, or adjacent to, the site directly attributable to and calculated to be equivalent to the additional costs imposed on infrastructure by the new development. Financial Contributions can only be used for the specific work for which they were collected, and if not used for that purpose in a reasonable time37 must be returned to the developer.

The roads are left, ‘as is’ and take their turn with other District roads vying for improvement.

These options are not mutually exclusive and the method chosen may include a combination of any or all of the above methods. Any of these approaches can be expected to require a fixed amount of Council funding tagged to the particular programme each year so that work can proceed in a planned way.

If new subdivision does not occur at the rate that has been anticipated, some of the capital works that have been identified as being necessary over the next ten years to support that development may not be required. Conversely, if the rate of development is faster than forecast, some items in that programme may have to be brought forward. The Council will monitor the situation closely and may

37 Case law suggests that this is about 5 years from the commitment being confirmed.


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need to re-prioritise some capital works in order to best match the construction programme with actual demand and needs.

7.11.6 Unsealed Roads Disposals There are currently no issues associated with unsealed roads asset disposal.


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7.12 Drainage

7.12.1 Drainage Maintenance

A summary of the work activities is provided in the following table. Table 7-28 Drainage Maintenance Activities

NZTA Work Category


113113-SPR

Routine drainage maintenance

Water tables Mix of cyclic and reactive

Kerb and channel Spot repairs based on inspections Culverts and sumps Cyclic cleaning and reactive repairs Street cleaning 30% of programme –sweeping and cleaning

Maintenance of drainage facilities includes culvert maintenance and drain maintenance, kerb and channel maintenance, new and replacement small-culverts38, high-shoulder removal on both sealed and unsealed roads, installation of new sumps and soak holes where necessary, and street cleaning.

With the exception of programmed street cleaning rounds, drainage maintenance work has historically been largely reactive, with work needs being identified through public notification and the observations of staff and the maintenance contractor during day-to-day road maintenance activity. Work includes operational activities such as clearing blockages.

There are some parts of the network that appear to require more emphasis to bring them up to acceptable engineering standards, particularly in relation to drainage. Emphasis has been given to restoring surface drainage alongside pavement formations. This work is being undertaken progressively and typically involves trimming of shoulders at the edge of the carriageway and the formation of swales or side drains to ensure that surface water does not lie on the pavement.

Culvert maintenance is the work necessary to keep the waterway clear of debris throughout the length of the culvert. The culverts that convey the water in land drains located in the road reserves across the carriageway are maintained ‘by the road’ to ensure that they do not cause maintenance problems for the carriageway.

The drainage maintenance programme ensures that:

All cleaning is carried out in accordance with the requirements of the specification and within the required response times;

All drainage facilities remain clean;

Faults, defects and improvements required on drainage facilities are reported to the Engineer; and

Any improvements considered necessary to drainage facilities are reported to the Engineer.

7.12.1.1 Water Tables - High-Shoulder Removal

High-shoulder removal is carried out on both sealed and unsealed roads to remove the build up at the edge of the carriageway so that water can drain off the carriageway onto the berm or roadside verge.

This approach restores surface drainage alongside pavement formations, and often requires the formation of swales or side drains to ensure that surface water does not lie on the pavement. On sealed roads this is programmed as part of pre-reseal work therefore, within each reseal cycle, all roads should have their shoulders trimmed. On unsealed roads this work is carried out in conjunction with maintenance metalling so similarly, all unsealed roads should have their shoulders trimmed within that period.

38 Small culverts are defined by NZTA as being 600mm or less in diameter.


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The specification for this work requires a shallow trafficable swale to be formed with the invert 2.0m to 3.0m from and 150mm to 300mm below the edge of the carriageway, then tapered back to the existing berm with a maximum slope of 1:10. All cut material is removed from the site. Care is taken to ensure that access to mailboxes and farm gateways is not impeded by the formation of swales. If there is a need to place metal at these sites to provide access, or occasionally to relocate letterboxes, this is done.

All shoulders are removed along the section of road being treated to provide a continuous profile and good drainage along the road. If the berm was maintained to a high standard by residents, care is taken to ensure that the trimmed area is left in a condition that allows it to be mown to the previous standard once vegetation re-establishes. Rural roadsides are not re-sown after high-shoulder removal.

Roadside berms, when disturbed by roading activities are generally left in a condition that allows mowing with a tractor-mounted mower.

7.12.1.2 Drainage Cut Outs

Cut outs are channels cut through sections of rural road-shoulder to allow water to drain off the carriageway. These are generally in place on sections of unsealed road that require shoulder removal but have not yet had the work approved.

New cut outs are required to run ‘against the flow of traffic39, as illustrated below, and to be shaped so that vehicles are able to drive through them, and farmers can mow their frontages if necessary. The ‘windrow’ created during formation of the cut-out is removed when it is formed so that the level of service for mow-able shoulders is maintained. Formation is usually done by a grader during maintenance grading.

Figure 7 11: Drainage cut out diagram

7.12.1.3 Kerbs and Channels

Inspections reveal the need for spot repairs or short length replacements of broken or failed kerb and channel which are carried out as maintenance activity. It is often necessary to repair storm-water outlets. These works are identified, approved and programmed as for the other works described above.

Control of weeds is discussed in Section 7.16.1.

7.12.1.4 Culverts

Culvert maintenance is the work necessary to keep the waterway clear of debris throughout the length of the culvert. Maintenance of the water races or land drains located in the road reserve is not part of the roading or transport activities and is not included in the road maintenance contract. However, the

39 That is they must be angled so that if a vehicle travelling on that side of the road get a wheel in the cut-out it will run backonto the road and not be dragged off it.

Drainage cut-out centre-line


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culverts that convey the water in these systems across the carriageway are maintained ‘by the road’ to ensure that they do not cause maintenance problems for the carriageway.

The contractor is required to inspect all culverts annually and keep their entranceways clear and free of vegetation and debris. When replacement is required, this is identified from inspections and is programmed using the same system as other works. Occasionally the Engineer may direct a culvert replacement as part of an upgrade of a stormwater drain or water race system.

Culverts are cleaned, where possible, in conjunction with each inspection. Debris, including all litter, rubbish, detritus, flotsam and vegetation is removed from culverts so that normal water flow is maintained and care is taken so that the culverts are not damaged during cleaning operations. Culvert inlet and outlet structures and the areas immediately adjacent to these are also cleaned.

Class 4 (Class Z) precast reinforced concrete rubber-ring jointed pipes, and smooth-bore thick-walled corrugated PE pipes (e.g. Storm Boss®) are used for all small-culvert replacements and new small-culverts. It is intended that new culverts also receive either concrete headwalls or have their exposed ends tapered at 1:6, and constructed so that the ends are clear of the carriageway but accessible to the culverts from the roadside.

Many of the water race culverts on rural unsealed roads have the ends of the culvert at the edge of the carriageway. These are generally either replaced or extended at the same time as carriageway improvements or major maintenance is carried out.

Culvert markers are supplied, installed and maintained as traffic services; see Section 7.13.8.

Culverts that cross private entranceways are not maintained by Council, other than spraying to maintain the waterway free of weeds. Other maintenance is the responsibility of the property owner.

7.12.1.5 Sumps and Soak Holes

Sump inverts, their gratings, covers, seats and outlet pipes are scheduled to be cleaned at least six monthly in the autumn and spring. Extra cleaning is usually necessary during autumn and often following high-winds.

Where there are no reticulated storm water systems or natural flow-paths stormwater is often disposed of through soak-holes. These are large (2m2 or greater) holes excavated in the berm down to ‘running shingle’ and backfilled with single-size or gap-graded stone.

Soak holes on roadside berms have their surfaces maintained so that they generally match the profile of the surrounding ground. The surface of soak holes is kept clear of vegetation and maintained so that surface water can readily flow into the soak hole. Maintenance is generally confined to spraying of the surface to reduce vegetation and keeping the path to the soak hole clear. Soak holes are maintained so they cope with normal rainfall. If a new soak hole is required then this is included in a schedule for approval by the Engineer.

Modified soak holes are installed in townships to receive discharge from the sumps located in kerb and channel. These holes are generally located in the berm behind the kerb in line and adjacent to the sump to which it is connected by a 300mm diameter pipe and debris trap. The debris-trap is cleaned on the same cycle as the adjacent sump.

Note that any discharge of stormwater to natural ground must comply with the relevant ECan policies and plans.

7.12.1.6 Street Cleaning

Clean hard-surfaced channels carry stormwater more efficiently. Kerb and channel cleaning is therefore an important activity and is not just done for aesthetic reasons i.e. to make the channels look tidier.

All types of urban concrete kerb and channel, including those on State Highways maintained by NZTA, are cleaned regularly. This includes the edges of mountable kerbs on median- and splitter-islands within the carriageway to prevent build-up of debris and resultant vegetation growth in the debris.


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NZTA reimburses the costs of cleaning urban state-highway kerb and channel. The small amount of rural kerb and channel, such as that around intersections, is cleaned as part of kerb and channel maintenance.

Cleaning is done on a cyclic basis with the frequency based on what has been required historically to keep the channels clear. These frequencies vary from weekly in business districts to six monthly on rural roads. There is also cleaning carried out on an as required basis during rain events, autumn leaf fall, outside shops and other areas that get a regular build-up of debris; e.g. at non-standard shaped channels and sumps. The work is carried out by contractors, independent of the Road Maintenance contracts. Each township has its own contract, which is tendered publicly in conjunction and consultation with the township’s committee. Standards for street cleaning in each township are set by its township committee and met through maintenance programmes managed by the officers.

Cleaning is done either by mechanical sweeping where this can achieve the standard required or by hand sweeping as determined by the contractors in their tenders and agreed by the Council.

The cleaning of channels requires the operators to have a degree of pride in ensuring that the channels are cleaned to provide a tidy looking township. This is dependent on the personnel involved but is something that is asked of the contractors. As a result, the standard of cleaning in excess of minimum requirements is reflected by the degree of 'ownership' that is taken by the workers and there are times when contractors are reminded of this.

NZTA has determined that financial assistance will be provided on 30% of the total cost of these cleaning activities as an approximation of the benefit to the road and its users.

7.12.1.7 Deferred Maintenance

There is currently no identified backlog of maintenance need.

7.12.1.8 Specific Forecasting Assumptions

The following specific assumptions relate to Drainage:

Drainage maintenance costs will increase in proportion to the increase in sealed road length.

General traffic growth will not affect drainage maintenance costs, as the volume of traffic has little effect on these activities.

The agreed levels of service will not change.

7.12.2 Drainage Maintenance Financial Forecast

A summary short term maintenance forecast is described in the following tables. Further detail relating to the breakdown in costs by sub-activity will be provided in a subsequent version of the AMP.



Water tables $$ $$ $$ $$

Kerb and channel $$ $$ $$ $$

Culverts and sumps $$ $$ $$ $$

Street cleaning $$ $$ $$ $$

TOTAL $$ $$ $$ $$


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214


WCCode


Yr 1 Yr 2 Yr 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21

113 Routine drainage maintenance $634.3 $252.1 $205.0 $205.0 $205.0 $205.0

113-SPR Routine drainage maintenance $0.0 $0.0 $10.0 $5.0 $5.0 $5.0


WC Code 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

113 $205.0 $205.0 $205.0 $205.2 $205.4 $205.6 $205.8 $206.0 $206.2 $206.4

113-SPR $5.0 $5.0 $5.0 $5.2 $5.2 $5.2 $5.2 $5.2 $5.2 $5.2

TOTAL $210.0 $210.0 $210.0 $210.4 $210.6 $210.8 $211.0 $211.2 $211.4 $211.6



Drainage maintenance costs will increase in proportion to the growth in road network length.

7.12.3 Drainage Renewals

A summary of the various work activities is provided in the following table. Table 7-32 Drainage Renewal Activities

NZTA Work Category


213213-SPR

Drainage renewals

Water tables - including surface-water channels, swales, and subsoil drainage

Programmed based on condition and surface water flooding risk (driver safety and disruption) Kerb and channel and associated

sumps and pipes Culverts with a diameter greater than

600 mm, but having a waterway less than or equal to 3.4m2

Renewals must clearly demonstrate that they reduce future maintenance costs to the roading agency40.. Examples of qualifying work include:

Renewal or installation of culverts in the size range

Repair and replacement of kerb and channel, provided that the deterioration is likely to adversely affect the performance of the pavement

Renewal of large culverts is discussed in Section 7.12.

Renewal needs for road-drainage assets are indicated by:

Fracture or major deterioration of culvert pipes;

A culvert becoming ’perched’ above the stream-bed, often due to over-zealous cleaning on the inlet side;

Erosion of a culvert’s foundations;

A culvert being silted up or clogged during a storm event;

40 NZTA Programme and Funding Manual PFM 1, 2nd Ed, Amendment 1.


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Badly broken invert in kerb and channel;

Major loss of shape and gradient in a kerb and channel, to the extent that it can no-longer adequately achieve its purpose;

Deterioration of the road-shoulder, adjacent to a kerb and channel, caused by ingress of water; or

Sometimes failure of an existing surface water channel to adequately contain surface run-off from the road, and subsequent ‘flooding’ on adjacent property, can also indicate a need for renewal of the surface water channel.

The types of renewal work mostly undertaken are:

Kerb and channel replacement;

Culvert replacement, including culvert wing-walls where these are significant components; and

Other drainage assets.

Formal condition assessments are currently not undertaken to identify renewal needs. Staff make an annual visual inspection of known problem areas within the District to determine renewal priorities.

The Maintenance Contractor’s decisions to renew kerb and channel are made and based on:

Condition – extent of cracking in channel as percentage of length;

Trip hazards;

Community and NZTA Budget;

Ward Committee and Service Manager’s/Engineer’s approval of programme.

The Maintenance Contractor’s decisions to renew subsoil drains are made and based on:

Condition – if doesn’t perform after jetting out – replace;

Network and environment requirement – e.g. springs, water tables, etc.;

Nature of surrounding soils;

Road condition;

Budget;


The following factors are considered when determining renewal priorities:

Public safety;

Whether accelerated deterioration of the pavement is likely to occur due to poor drainage;

Coordination with other work programmes such as pavement reconstruction; and

The need for a resilient network, including the frequencies of localised flooding, required response times and the degree to which failed or failing assets contribute to it. This consideration also includes consideration of the degree of inconvenience occurring to road users, pedestrians and/ or property owners.

7.12.3.1 Unlined Surface Water Channels

Current practice is to reinstate or upgrade both deep and shallow un-lined surface-water-channel assets where necessary prior to or while undertaking reseal or other renewal works. At present, the cycle of re-cutting swales (shallow surface water channels) serving sealed roads is 12 to 20 years. Swales are capitalised but generally not depreciated, as they are regarded as part of the “formation”, have an infinite life and are maintained as a maintenance activity.


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216

Unlined Surface Water Channel data is currently contained in both the Surface Water Channel and Major Drainage Tables in RAMM. This can be a confusing and the data in the RAMM Major Drainage Table should be moved to the RAMM surface water channel table to ensure that all assets of a similar type are recorded in the same way, which will facilitate uniform and more cost-effective management. This is to be addressed through an Improvement Programme.

7.12.3.2 Kerb and Channel Renewal

The extent of deterioration of kerb and channel depends on age, method of construction, the quality of materials, location, damage caused by heavy traffic driving over kerb, and tree roots. The main factor causing deterioration is age (wear over time), with the bottom of the channel failing; this is particularly applicable to dish type channels. These failures allow water to soak into the subgrade and the adjacent base course of the pavement, which can lead to permanent pavement damage.

A hybrid rating system has been used in an attempt to quantify defects:

Based on knowledge and condition assessment, the current condition of kerb and channel is assessed as being in generally good condition because it has largely been constructed within the last 30 years to better standards and quality.

The kerb and dish-channel is in the poorest condition because of the age (the oldest up to 40 years). The older established townships such as Culverden, Amberley and Cheviot, have approximately half of their kerb and channel of this type with most of this in need of replacement.

In some places, such as Waiau and Cheviot, there are kerb and channel profiles that are non-standard. The majority of this was laid during the transition from the standard kerb and dish channel to the standard kerb and flat channel. This non-standard channel causes problems with crossings for driveways and the joining of new kerb and channel, although it is generally in good condition.

Replacement Kerb and Channel is installed in accordance with the appropriate engineering standards and cross sectional profiles for new work.

There is no specific overall renewal philosophy, strategy or plan in place. Historically renewals have taken place in conjunction with the upgrading or reconstruction of the adjacent pavement in isolated sections. A rule applied is that full renewal of kerb and dish channel is justified economically when more than 30% of the length of the channel is broken or damaged beyond practical repair.

The majority of older concrete water channels are located at 3m from the road boundary; this causes the carriageways on these streets to be 14m wide, which is usually excessive in terms of width and function. Replacement kerb and channel will be repositioned to conform to carriageway widths established in accordance with individual road hierarchy and the other corresponding standards specified for new works, wherever the additional work in doing this can be justified. Many sealed urban streets may have their carriageways reduced from 14m to approximately 9m using this philosophy.

Some older streets also have a portion of metal or grassed shoulder between the edge of the formed carriageway and the old channel. When the old kerb and channel is replaced the width of the sealed carriageway may be reduced, as outlined above and a new berm and footpath recreated behind the kerb and channel in a more practical and aesthetic manner, and where possible the balance of the carriageway will be sealed. However, sometimes drainage requirements also force alternative designs, especially on the ‘downhill’ side of the road.

The lifecycles summarised in Section 6.6.3 and used in the Valuation are based on the observed condition of assets and historical renewal needs. The effective lives are reviewed periodically using detailed condition and age data. The useful lives of sumps and similar structures are related to the life of the associated channelling; similarly, the lives of structures associated with culverts are related to the lives of the culverts themselves.


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A renewal strategy has yet to be developed, however there is no immediate need to develop one – this is included in the improvement plan.

7.12.3.3 Culverts Renewal

There are 5,728 small culverts and 599 large culverts41 on the network. Their deterioration depends on material, age, method of construction, water quality and adjacent drain-maintenance practices. Small culverts are renewed as part of routine maintenance.

Renewal needs are identified from the outputs of the inspection programme. Emphasis is placed on replacing culverts that:

Are inadequate in size

Have become blocked with debris or silt and are uneconomic to clean

Exhibit excessive corrosion, are too narrow (in terms of road-way width) and cannot be economically widened

Have failed structurally or are ‘perched’ above the stream bed as a result of soil shrinkage, drain maintenance or similar works over a long period of time.

The lowest cost option, considering all life cycle costs over a 25-year period, is generally selected except where funding limitations necessitate shorter term (lower cost) options for works that cannot be deferred. This has led to a move away from galvanised steel culverts (Armco steel) to concrete and marine-grade aluminium structures, especially where water-pH levels are low (acidic) and there is little movement of stones in the bed of the waterway. High-density polyethylene pipe (HDPE) is starting to be used as a replacement in suitable areas. The performance of these pipes will be monitored before HDPE is used as a matter of course.

The Condition profile is significant as assets that have exceeded their expected lives and that are still in good condition are not replaced but remain in service. The expected useful life of each of these structures is extended to reflect its condition.

Renewal Standards are defined in:

The NZTA Bridge Manual

NZS 3910:2013 Structural Design

AS/NZS 2041.2:2011 Buried corrugated metal structures – Installation Anticipated Lives

AS/NZS 2566.1:1998 Buried flexible pipelines - Structural design

NZS 3109:1997 Concrete Construction

NZS 3500.3 2015 Plumbing and Drainage - Stormwater Drainage

AS/NZS 3725:2007 Design for installation of buried concrete pipes

All culverts are currently expected to have useful lives of about 80 years.

7.12.3.4 Other Drainage Assets Renewal

Assets in this class are principally sumps, soak-pits and catch-pits, side-drains and drop-chambers.

The required level of rehabilitation or replacement will depend on the:

Condition profile of the assets

Age profile of the assets

41 Between 600mm in diameter and 3.4m2 in cross-sectional area. Culverts with greater cross-sectional areas are described as bridge culverts and are discussed further under the ‘Bridges” heading


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Level of on-going maintenance

Economic lives of the materials used.

7.12.3.5 Deferred Drainage Renewals

There is no known backlog of kerb and channel or culverts renewal work.

There are however 54 soak pits and 4 sub-soil drains that have exceeded their expected lives by many years. This suggests that either:

The expected lives are wrong

The assets have been renewed and the work has not been recorded

The assets are no-longer working effectively but their performance has not been addressed

The reasons for the apparent backlogs should be investigated and the causes addressed – noted in the improvement plan. The forecast programmes assume that the work is actually over-due.

7.12.4 Drainage Renewals Financial Forecasts In the absence of a strategy specific inspections will be undertaken and the renewal programme developed on the overall condition, road hierarchy, width and the adjacent carriageway condition.

Historically a specific amount of renewal work has not been programmed; renewals have taken place in conjunction with the reconstruction of adjacent pavements.

7.12.4.1 Drainage 3 and 10 Year Forecasts

A summary of the short term renewal forecasts are described in the following tables. Further detail relating to the breakdown in costs by sub-activity will be provided in a subsequent version of the AMP.

Note that all forecasts here are in 2018/19 dollars. These are adjusted for assumed inflation in Section 8.0 for submission to NZTA and consideration in HDC’s LTP. Table 7-33 Forecast 3-Year Drainage Renewal Expenditure by Sub-Activity $000


Kerb and channel $$ $$ $$ $$

Culverts and sumps $$ $$ $$ $$

TOTAL $$ $$ $$ $$

Table 7-34 Forecast 3 Year Drainage Renewal Expenditure ($000):

WCCode


Yr 1 Yr 2 Yr 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21

213 Drainage renewals –Culvert replacements $139.8 $262.8 $280.0 $200.0 $200.0 $200.0

Drainage renewals – K&C replacement Inc. above Inc. above Inc. above $80.0 $80.0 $80.0

213-SPR Drainage renewals $12.0 $0.0 $7.0 $5.0 $5.0 $5.0

10 year forecasts are provided in the next table. Table 7-35 Forecast 10 Year Drainage Renewal Expenditure ($000):

WC Code 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

213 $280.0 $280.0 $280.0 $280.0 $280.0 $280.0 $280.0 $280.0 $280.0 $280.0


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WC Code 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

213-SPR $5.0 $5.0 $5.0 $10.3 $10.3 $10.3 $10.3 $10.6 $10.8 $11.4

TOTAL $285.0 $285.0 $285.0 $290.3 $290.3 $290.3 $290.3 $290.6 $290.8 $291.4

7.12.4.2 Drainage Long Term Projections

The projected Surface Water Channel renewal programme for the next 30 years based on the asset valuation is summarised in Figure 7-12. Because most of the assets are relatively new, there is limited forecast need for kerb and channel renewals.

Figure 7 12: 30 yr Surface Water Channel Renewal Forecast

Source: [HDC Rd Value_wRenewals 2016 Final7 update Brgs vD5_MAG.xlsx]SWC > $BU$25

As time progresses the physical deterioration of this asset should become more evident and long term peaks can be expected to level out as the detailed programmes reflect physical not forecast condition. “Missing” construction data should also be populated with increasing accuracy, and a condition rating system established within the next ten to fifteen years. This system should provide for condition-based assessment of remaining useful lives.

There are no specific culvert renewals scheduled to occur in the next 30 years; however, some may be identified from time to time by maintenance inspections — as it is likely that some of the existing stock will fail prematurely over this time; there is some evidence that this is already occurring, especially those older culverts that were installed to a lower specification than would normally occur now, working “in combination” with an increase heavy vehicles in places on the network e.g. dairy tankers.

Failed culverts will be replaced as needed and with adjustments to the budget made at the time. Expenditure forecasts prepared subsequent to such renewals will consider the effects of these early renewals.

The long forecast is also influenced by “default” assumed construction dates in the valuation, and there is only limited confidence. In particular:

Soak Pits have an assumed life of 15 years and an assumed construction date of 1975. As there is no re-construction or refurbishment data for these assets the effect of these two assumptions is they are all over-due for replacement now, and this “peak in replacement need” occurs every 15 years into the future. There is a similar issue with sub-soil drains, but as there are only four of them their effect is minimal.

The assumed construction dates for catch-pits and sumps is 1975. This causes a peak in 2055.


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The assumed construction date for culverts is 1987. This results in a $22 million forecast for 2067. When there is more confidence in the data the forecast will be modified to identify the replacement costs of the major drainage elements, such as culverts, and other drainage structures.

Long term renewal forecasts beyond 30 years are combined in the following 100-year projection.

Figure 7 13: 100 yr Log scale Forecast Combined Drainage Renewals

Source: [HDC Rd Value_wRenewals 2016 Final7 LTFS vC.xlsx]Cul_Sump > $DC$74

7.12.5 Drainage New Assets

At present the only new kerb and channel in townships is built, at the developers’ cost, in new subdivisions.

There are around 12km of urban streets that do not have kerb and channel, or other adequate drainage systems, to prevent road run-off from entering properties or ponding on the roadside. Criteria used for justifying new kerb and channel in these areas includes evidence of ponding/flooding, high maintenance cost of existing storm water control, the need for carriageway edge definition and footpath from carriageway separation and incompatibility with urban standards.

Other drivers of longer term investment in new assets may include:

Long term deficiencies based on climate change.

7.12.6 Drainage Disposals

There are currently no issues associated with disposal of drainage assets.


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7.13 Bridges and Other Structures

7.13.1 Bridges and Structures Maintenance

A summary of the work activities is provided in the following table. Note that some maintenance work is carried out under work category 215. Note also that Guardrails are funded under these categories although discussion around them is included with Traffic Services. Table 7-36 Maintenance Activities

NZTA Work Category


114 & 114SPR

Structures maintenance Minor deck repairs Routine maintenance Handrail repairs Routine maintenance

Vegetation control Reactive management Retaining walls (typically gabions) Routine maintenance Concrete fords Routine maintenance 215 & 215SPR

Structures components replacement

Deck replacements Scheduled based on condition Structural piles

Running boards Fords / retaining walls

Bridge maintenance is incorporated in the District Road Maintenance contract.

Maintenance includes the routine inspections and specific or directed maintenance required to maintain bridges and major culverts to a satisfactory standard and to prevent accelerated deterioration.

Repairs are generally determined based on the least lifetime cost response to the need identified. However, there are occasions where a shorter-term or lower cost, remedy is selected; this typically occurs when budget limitations apply or all maintenance items are assessed as equally urgent. Sealing bridge approaches on unsealed roads can lead to noticeable decrease in the deterioration of some bridge elements, particularly bearings and decks.

7.13.1.1 Maintenance Issues

7.13.1.1.1 Rails and Headwalls

The maintenance costs of the older style timber hand-railing and approach-railing are high. Usually the most visible part of the bridge, these components suffer the most damage and deterioration. Replacement with modern galvanised steel railings is programmed where alignment or other factors warrant such upgrading. Prominent culvert headwalls that pose significant safety risks are identified for removal or for painting to improve their visibility.

7.13.1.1.2 Concrete Structures

Repairs to concrete bridges and other concrete structures demand specialised repair methods to optimise the life of the repair and protect the structure. Spalling and cracking is more common in older structures than newer ones, which have a better durability due to improved design, detailing, construction techniques and materials.

7.13.1.1.3 Abutments and Piers

The majority of abutment- and pier-defects are associated with the poor performance of abutment retention systems on older bridges; these cause subsidence at road level, or slow progressive failures of older timber end-dams or retaining walls. Pier problems are relatively isolated due to the low


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number of multi-span bridges. The improved designs of newer bridges eliminate these problems experienced with older bridges.

7.13.1.1.4 Deck Defects

Deck defects include jointing, drainage, and running surface wear on timber decked bridges. Timber deck repairs form the bulk of the repairs as timber planks break, come loose or wear out. The life of timber decks is sometimes prolonged by installing longitudinal running planks or chip sealing.

7.13.1.1.5 Timber Bridges

Erosion of timber bridge-decks by gravel tracked onto the bridge from the adjacent metal road is an issue in some locations. This is being addressed by sealing the bridge approaches and sometimes also sealing the bridge deck or placing timber sacrificial running strips on it.

The condition of the smaller timber bridges tends to feature poorly in the inspection results. This is largely because once a limited number of repair or component-renewal works have been completed the serviceability of old timber bridges cannot be improved either practically or economically without replacement. Never-the-less, replacement cannot be always supported on economic grounds, especially when there are near-by alternative routes available, and continuation of the maintenance necessary to keep such bridges in safe condition, and their demolition when they reach that point, is sometimes the only option.

7.13.1.1.6 Waterways

Waterway work such as cleaning of over-grown vegetation that is hindering water passage around the bridge and clearing of debris caught on piles, is now included in the bridge maintenance specifications to ensure appropriate standards are maintained. The need for other waterway works such as realignment and bridge-protection only becomes evident under high flood-flows and are usually undertaken when repairing damage following flooding. Such repairs, while isolated, can be expensive. Flat-grade meandering rivers found in parts of the District can scour and erode specific parts of bridge foundations, protection is placed in these locations as the needs arise and are identified.

7.13.1.2 Traffic Issues

Two key traffic loading issues facing the Council’s bridges at present are:

Increasing use of very wide farm tractors fitted with dual wheels. This is a problem, because of the damage they do to single-lane bridges that are suitable for all other traffic.

Increasing use of HPMVs throughout the District. While dairy conversions have increased the volumes of heavy vehicles on many roads, the increased use of HPMVs throughout the rural transport sector is putting increasing stress on bridge stock.

7.13.1.3 Inspections

The bridge maintenance strategy involves the overall monitoring of asset condition by undertaking the following inspection programme in accordance with the NZTA Bridge Inspection Manual:

Routine non-technical inspections of bridges in conjunction with the inspection of roads. These inspections are a visual/superficial check of the deck, railings, handrails, guardrails, waterway, signage and associated features to determine any routine maintenance work required. Reports of defects found during these inspections are made to the Engineer on occurrence.

Detailed technical bridge inspections, addressing factors such as structural integrity, defects, decay of timber, safety and appearance:

Each bridge has an inspection regime defined by a bridge engineer, and the annual programme includes a list of inspections when they are due.


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All bridges are inspected periodically by a qualified bridge inspector and reviewed by a qualified Bridge Inspection Engineer in accordance with the requirements of NZTA S6. The maximum period between engineer’s inspections is 3-years.

Timber bridges are drilled every 3 or 6 years due to the risk of internal decay. The period of inspection is defined by the Bridge Inspection Engineer based on the existing condition and risk of further deterioration.

The reports on condition also identify any minor maintenance needs, including painting, cleaning and repairs to expansion joints, and this work is scheduled for and carried out by the maintenance contractors.

Special inspections are also undertaken after specific events such as earthquakes, severe floods or overloading.

The condition of the asset is expected to improve with the elimination of high maintenance-demand structures and the recognition and repair of defects in structures built of more-permanent materials before further expensive problems can manifest. This proactive approach to the maintenance and condition of bridges is expected to be cost-effective in the medium to long term.

As part of each routine inspection the contractors identify defects of the following nature:

Loose material on the deck

Obstructed drainage channels

Waterway scouring or aggradation

Debris in waterway, including around piles

Damage or deterioration to side protection

Wearing or loose deck planks

Debris on pier and abutment caps

Any other defects or deficiencies

The next round of drilling inspections are set to occur in 2018 and 2021, as detailed below. Structures that require a Bridge Inspection Unit (BIU) for inspections make maintenance more difficult and costly. The Council plans to consider accelerating the replacement of these structures by comparing the costs of prioritised replacement against the maintenance requirements.

Table 7 37 Drilling investigation schedule for HDC timber bridge structures

Bridge ID

Bridge Name Date of Next Drilling

Investigation

Comments

A12 Palmside 2021 A32 River Rd 1 2021 A41 Terako 2021 C24 Mt Palm (Track) 2018 3 year cycle due to onset of decay C31 Cheviot Hills 2018 C53 Silveys No. 3 2018 3 year cycle due to onset of decay C54 Nonoti Overbridge 2018 Requires BIU for inspections C56 Hawkswood Stream 2018 Requires BIU for inspections C69 Milong 2018 H21 Grey Burn 2018 Detailed inspection and drilling required in 2018. H26 Morris 2021 H29 Palmers 2021


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H38 Cotswold 2018 Requires BIU for inspections H49 Urens 2018 Span A-B Could not be drilled due to water depth.

Requires BIU for inspection. H50 Williams 2018 Span A-B Could not be drilled due to water depth.

Requires BIU for inspection. H55 Forresters 2021 H71 MacDonald Downs 2018 Requires BIU for inspections H74 Mid Waipara 2018 3 year cycle due to onset of decay H80 Black Hutt 2018 H83 Inches 2018 Requires BIU for inspections H90 Seaward 2018 Requires BIU for inspections H100 Megowans 2018 Requires BIU for inspections H101 Overtons 2021 H108 Woods 2018 Requires BIU for inspections H109 Arkles 2018 Requires BIU for inspections H127 Meehans 2021 H168 Jurys 2018 H185 McKeegans 2018 Requires BIU for inspections K34 Herds - Timber superstructure rebuilt in 2004. Monitor

7.13.1.4 Bridge Maintenance Requirements

All inspections and maintenance actions are recorded in the Online Bridge Information System (OBIS). Maintenance work identified has been prioritised and programmed over a five year period from 2015/16 to 2020/21. Deferring maintenance work will result in reduced remaining lives and likely exacerbate the associated costs.

From the general inspections conducted in 2015, at least 213 of the 285 bridges and culverts required routine maintenance. These works were classified in accordance with NZTA’s Planning and Investment Knowledge Base:

114A Routine Maintenance

215A Routine Component Replacement

Examples of routine maintenance works include reinstating bridge end markers, clearing detritus, removing scrub and clearing waterways, while routine component replacement include replacement of barriers due to deterioration. Due to the transient nature of routine maintenance, it is difficult to accurately project the expected costs for maintenance beyond a couple of years. The projection provided in 2015 is given in the following table. Category 215A is included in the Renewals forecast (Section 7.13.5).

Table 7 38 Routine Maintenance Requirements (2015 Projection)

Year Work Component 114A 215A

2016/17 $162,270 $2,700 2017/18 $165,900 $3,950 2018/19 $34,917 $1,000 2019/20 $34,917 $1,000 2020/21 $34,917 $1,000 Total $432,920 $9,650

Based on recent estimates, it can be expected that routine maintenance requirements amount to $75,000 per annum. This figure is believed to be consistent with the required maintenance expenditure


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for the foreseeable future, and an allowance of $75,000 for 114A is recommended below (excluding SPR). The next round of general inspections is due in 2018, where routine maintenance requirements will be updated.

In addition to routine maintenance, structural component replacement and maintenance is also required for a large number of bridge structures. The 2015 general bridge inspections identified that at least 212 bridges and culverts require structural maintenance or component replacement. These works are classified as

114B Structural Maintenance

215B Structural Component Replacement

The projection of costs given in 2015 is presented in the table below. Category 215B is included in the Renewals forecast (Section 7.13.5).

Table 7 39 Structural Maintenance and Component Replacement Requirements (2015 Projection)

Year Work Component 114B 215B

2016/17 $80,450 $176,500 2017/18 $31,600 $155,750 2018/19 $31,600 $155,750 2019/20 $31,600 $155,750 2020/21 $31,600 $155,750 2021/22-2026/27 $157,970 $778,750 Total $364,800 $1,578,250

These figures are purely based on maintenance items identified from current inspections. These are expected to increase as further items are identified through subsequent inspections. As such, structural maintenance and component replacement requirements can be expected to amount to $200,000 per annum. Professional service fees associated to structural maintenance and component replacements (WC 215E) are expected to amount to $30,000 per year. This has been taken to be 15% of the physical works cost and includes investigation, reporting, design work and construction monitoring.

In addition to maintenance costs, the Council also undertakes investigations to gather information on the state of its bridge stock. Further investigations, including timber drilling and posting weight limit evaluations, are expected to incur an average cost of $30,000 per annum. General bridge inspections occur every three years and are expected to cost $50,000 in 2018 and 2021.

Removal of loose material on the deck, piers and abutments and clearance of obstructions in drainage channels is routine work that is carried out by the contractor without further instructions.

7.13.1.5 Prioritisation

Each item of work identified is prioritised and ranked in terms of the following criteria:

Public safety

Customer experience

Stability of the structure

Serviceability of the structure

Road hierarchy - ONRC

Protection of the investment in the assets

Optimisation of future repair costs.


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In addition:

Routine bridge maintenance and bridge investigation needs are identified under the categories:

Urgent – within about 3 months

High – complete within about 1 year

Medium – complete within about 2 years

Low – complete within about 5 years or as resources allow.

Structural Bridge Maintenance needs are identified under similar categories but with different time-frames:

Urgent – within about 3 months

High – complete within about 1 year

Medium – complete within about 5 years

Low – complete within about 10 years or as resources allow.

The Maintenance Contractor’s decisions to replace components of structures are made and based on:

Condition – responding to damage from vehicles/weather events/age/traffic loadings/deck material/river scour/return period designs/etc.;

Budget;


7.13.1.6 Other Structures

Other structures include retaining walls, fords and cattle stops, whose maintenance is included in the maintenance contract.

Retaining walls and fords are primarily maintained on the bases of visual assessments of condition, identified through periodic inspection or observations made by the public.

There are only three recorded cattle stops on the network, and one of these (Limestone Rd Blythe Downs) is private.

7.13.2 Maintenance Financial Forecast

7.13.2.1 3 and 10 Year Projections

A summary of the various work activities and the short term maintenance forecasts are described in the following tables. Note that all forecasts here are in 2018/19 dollars. These are adjusted for assumed inflation in Section 8.0 for submission to NZTA and consideration in HDC’s LTP. Table 7-40 Forecast 3-Year Maintenance Expenditure by Sub-Activity $000

WCCode Sub-Activity Current 2018/19 2019/20 2020/21

114A Routine Maintenance (Bridges) $75.0 $75.0 $75.0

114B Structural Maintenance (Bridges) $40.0 $40.0 $40.0

114C Other Structures Maintenance (retaining walls, guard rails and fords etc.) $10.0 $10.0 $10.0

TOTAL (excl. SPR) $62.0 $125.0 $125.0 $125.0


WC WC Description Final Claims Current Yr 1 Yr 2 Yr 3


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Code Approved2015/16 2016/17 2017/18 2018/19 2019/20 2020/21

114 Structures Maint’ce $77.7 $27.5 $62.0 $125.0 $125.0 $125.0


WCCode


Yr 1 Yr 2 Yr 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21114-SPR Structures Maint’ce $1.2 $0.1 $2.5 $10.0 $10.0 $10.0


WC Code 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

114 $125.0 $125.0 $125.0 $150.0 $150.0 $150.0 $150.0 $150.0 $150.0 $150.0

114-SPR $10.0 $10.0 $10.0 $10.3 $10.3 $10.3 $10.3 $10.3 $10.3 $10.3

TOTAL $135.0 $135.0 $135.0 $160.3 $160.3 $160.3 $160.3 $160.3 $160.3 $160.3

7.13.3 Component Replacement Financial Forecast

7.13.3.1 3 and 10 Year Projections

A summary of the various work activities and the short term component replacement forecasts are described in the following tables. Note that all forecasts are in 2018/19 dollars. Table 7-44 Forecast 3-Year Maintenance Expenditure by Sub-Activity $000

WCCode Sub-Activity Current 2018/19 2019/20 2020/21

215A Routine Maintenance (Bridges) $5.0 $5.0 $5.0

215B Structural Maintenance (Bridges) $160.0 $160.0 $160.0

215C Other Structures Maintenance (retaining walls, guard rails and fords etc) $0.0 $100.0 $50.0

215E Professional Services (Comp Replacement) $30.0 $30.0 $30.0

TOTAL $195.0 $295.0 $245.0


WCCode


Yr 1 Yr 2 Yr 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21215 Structures component

replacements $180.0 $180.0 $340.2 $195.0 $295.0 $245.0


WCCode


Yr 1 Yr 2 Yr 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21215-SPR Structures component

replacements$5.0 $5.0 $0 $5.0 $5.0 $5.0


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WC Code 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

215 $195.0 $295.0 $245.0 $230.0 $230.0 $230.0 $230.0 $230.0 $230.0 $230.0

215-SPR $5.0 $5.0 $5.0 $5.3 $5.3 $5.3 $5.3 $5.3 $5.3 $5.3


The following assumptions are in addition to those detailed elsewhere:

The total length of bridges is not subject to general growth trends in traffic volumes.

Annual bridge maintenance costs will increase proportionately with the length of any new bridges completed in the previous financial year.

As the average age of the asset increases (bridge replacement not currently keeping up with the aging of the asset) maintenance costs will continue to increase.

There will be a small effect on overall bridge maintenance costs caused by replacement of individual timber bridges with more-permanent structures. As these bridges are replaced, their maintenance costs are typically higher than those of new bridges.

The cost of ford maintenance will remain static unless new bridges are built over fords that are particularly difficult to maintain or over a large number of fords.

Figure 7-14: A Recently Re-decked Bridge


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7.13.4 Bridges and Structures Renewals

A summary of the various work activities is provided in the following table. Table 7-48 Bridge and Structures Renewal Activities

NZTA Work Category


322 & 322SPR

Bridge renewals Bridge replacements Replacement based on condition and age

HDC has been following a strategy of eliminating timber bridges over a 20 year period that began in 2005. While the original intent was to have this process completed by 2025, the Council has found that a more realistic target for completion is now 2030. The time to replacement for some timber bridges can be delayed through the use of Posting Weight Limit (PWL) restrictions. However, this would need to be considered against the ‘level of service’ requirements and the associated effect on the local community.

Of the 24 remaining timber bridges (including the timber footbridge), 14 are currently programmed for superstructure renewal or replacement over the next 10 years. In addition to the 24 bridges with timber superstructures, there are a number of bridges with timber substructure elements (e.g. timber pier caps, corbels).

7.13.4.1 Bridge Stock Renewals

The Council has also identified structures that require significant component replacement or renewal. A tentative 10-15 year programme has been developed for this work and this is summarised in Table 7-49. Where a bridge structure requires replacement, the replacement costs have been optimised based on the structure replacement type and the level of service required.

Replacement costs provided are estimated physical works costs for replacement or major refurbishment of the structures and also include 15% to account for professional services and consent fees.

There are only five bridges programmed for total replacement over the next 10 years (C37, C69, H3, H168 & H100), with the funding required for these replacements in the order of $100,000-$200,000 per annum. The remainder of the programmed works involve superstructure replacements and strengthening, which will be funded from structural component replacement (215B).

Table 7 49 Bridge replacement/significant component replacement programme

Bridge ID Bridge Name Remaining Life (years) Estimated Replacement Cost C37 Kelleys 1 $150,000 C53 Silveys No. 3 1 $50,000 A63 Chamrousse 3 $120,000 A64 Avondale 3 $120,000 H21 Grey Burn 3 $250,000 H3 Ashworths 3 $120,000 C69 Milong 5 - 10 $250,000 H101 Overtons 5 - 10 $80,000 H168 Jury’s 5 - 10 $100,000 C24 Mt Palm (Track) 5 - 10 $80,000 H144 Waddy 5 - 10 $190,000 H50 Williams 5 - 10 $100,000 H49 Urens 5 - 10 $100,000 H100 Megowans 10 - 15 $350,000


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H74 Greys 10 - 15 $300,00 H55 Forresters 10 - 15 $70,000 C54 Nonoti Overbridge 10 - 15 $200,000 C56 Hawkswood Stream 10 - 15 $100,000 H108 Woods 10 - 15 $350,000 H38 Cotswold 10 - 15 $70,000 TOTAL $2,600,000

7.13.4.2 Depreciated Replacement Cost Analysis

A bridge valuation assessment is undertaken each year, focussing on the ages and replacement costs of all bridge structures owned by the Council. As part of this valuation assessment, an Optimised Depreciated Replacement Cost (ODRC) is calculated for each bridge structure. The useful life used to calculate the ODRC is based on the life expectancies of the main bridge components (deck, beams and foundations), which typically affect the overall life of the structure. This life has also been adjusted by technical factors to account for variances in design standards, construction and material quality, operational and environmental stresses and other factors.

A summary of the bridge asset replacement cost and ODRC is provided in the table below. Costs have been adjusted to reflect a Net Present Value.

Table 7 50 Summary of HDC bridge stock Valuation

Valuation 2010 2014 2015 2016 Total Bridge Asset Replacement Cost $88,530,000 $95,840,000 $95,340,000 $103,990,000 Optimised Depreciated Replacement Cost $46,240,000 $48,280,000 $45,860,000 $48,819,067

ODRC: RC (%) 52.2% 50.4% 48.1% 46.9%

The total adjusted bridge asset replacement cost has increased from $88.5M in 2010 to $104M in 2016. This increase is primarily due to two factors; the addition of new assets to the bridge stock, and an increase in construction costs. There was a slight reduction in the valuations between 2014 and 2015, and this was due to the effective deflation in the construction sector over the 2014-2015 period, reducing the replacement costs of bridge structures.

The trend in the ODRC is an indicator of the rate at which renewals are being undertaken. Assuming an evenly distributed age profile, a steady approach to structure maintenance and renewal would result in a consistent ODRC: RC ratio over time. This occurs when the rate at which the bridge stock ages is being balanced by the rate at which structure component replacements and bridge renewals are undertaken.

The data in this table shows that there is a steady reduction in this key ratio from 2010 to 2016, suggesting that the renewals and component replacement works undertaken in this period may not have been sufficient to offset the ageing of the bridge stock, despite having new structures added to the inventory during this period. The Council undertook a number of bridge structure component replacement and renewal works between 2015 and 2016, which resulted in an increase in the ODRC, but not sufficient to restore the ratio.

The age profile of the structures does influence this ratio however, and the bulge in long term projection from around 2050 (refer Section 7.13.5.2) suggests that the ODRC: RC ratio will continue to fall until that time.

HDC’s bridge stock is depreciated using linear straight line depreciation, which amounts to around $1M a year. This is significantly greater than the expected future funding requirements for bridge renewals forecasted in Section 7.13.4.1, but not unexpected given the long term forecast.

While it appears from the condition ratings that the maintenance works conducted by the Council are currently at a satisfactory level to maintain the condition of the bridge stock, there is a risk that deterioration associated with ageing will result in a backlog of maintenance and bridge renewal works


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in the future. The Council expects that the funding requirements for component replacement and renewal works could increase over the next 10 years from around $250,000 per annum in 2018/19 to more than double this figure.

7.13.5 Bridges and Structures Renewals Financial Forecasts


Other structures include retaining walls, fords and cattle stops. Renewals anticipated are included in the tables below.

A summary of the short term renewal forecasts are described in the following tables. Note that all forecasts are in 2018/19 dollars and include professional services fees. These are adjusted for assumed inflation in Section 8.0 for submission to NZTA and consideration in HDC’s LTP.

Note also that these works have been programmed in NZTA Work Category 341 Low Cost Low Risk Improvements.

Table 7-51 Sub-Activities Expenditure ($000):

WC Code Sub-Activity Current 2018/19 2019/20 2020/21

341 Bridge Renewals $175.0 $290.0 $140.0

Retaining Walls $0.0 $100.0 $0.0

Concrete Fords $0.0 $0.0 $50.0

TOTAL (excl SPR) $340.2 $175.0 $390.0 $190.0

Table 7-52 Forecast 3 Year Bridges Renewal Expenditure ($000):

WCCode


Yr 1 Yr 2 Yr 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21

341 Low Cost Low Risk $95.5 $0.7 $340.2 $175.0 $390.0 $190.0

Table 7-53 Forecast 3 Year Bridges Renewal Expenditure Special Purpose Roads ($000):

WCCode


Yr 1 Yr 2 Yr 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21

341-SPR Low Cost Low Risk $0.0 $0.0 $0.0 $0.0 $0.0 $0.0

10 year forecasts are provided in the next table. Table 7-54 Forecast 10 Year Drainage Renewal Expenditure ($000):

WC Code 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

341 $175.0 $390.0 $190.0 $250.0 $250.0 $250.0 $250.0 $250.0 $250.0 $250.0

341-SPR $0.0 $0.0 $0.0 $0.0 $0.0 $0.0 $0.0 $0.0 $0.0 $0.0

TOTAL $175.0 $290.0 $140.0 $250.0 $250.0 $250.0 $300.0 $300.0 $350.0 $350.0


The Council has also forecasted future expenditure requirements for bridge renewals over 30 and 100 year periods. For each bridge structure, its remaining useful life has been used to determine the point at which it would be due for replacement. Figure 7-15 shows the average renewal costs increasing over the next 10 years from current levels to around $1M a year. The renewal schedule was


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developed with the intent to limit peaks and troughs in the programme. This allows the Council to better understand its future funding requirements.

Figure 7 15 Forecast of bridge renewals (30 years)

Extending the forecast to 100 years, Figure 7-16 shows that a large majority of HDC’s bridge stock will be due for renewal in a 20 year period from 2050 to 2070. To ease the effect this will have on funding requirements, the Council plans to programme steady replacements to ease the backlog of renewals required in the future.

Figure 7 16 Forecast of bridge renewals (100 years)

While the forecast is useful to understand the timeframes in which significant numbers of renewals would be required, the life of many bridge structures is expected to extend beyond the theoretical remaining life. This is because the forecast does not account for ongoing monitoring and appropriate maintenance and intervention such as structure component replacements. The Council will continue to use good asset management practices to defer total replacement where it is deemed viable to help ease the financial requirements for bridge renewals.

This forecast expenditure produces the following distribution of forecast bridge condition over the duration of the programme.


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Figure 7-17: Forecast Network Bridge Condition

Source: HDC Brg Renewal Prgm 2015 v0J.xlsx]Outputs > $A$157

7.13.5.3 Retaining Walls Figure 7-18 Retaining Wall 30-year Renewals Projection

Source: [HDC Rd Value_wRenewals 2016 Final7 update Brgs vD5_MAG.xlsx]Retain > $CG$15

Figure 7-19 Retaining Wall 100-year Renewals Projection

Source: [HDC Rd Value_wRenewals 2016 Final7 update Brgs vD5_MAG.xlsx]Retain > $CG$15


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7.13.5.4 Fords

None of the fords in the inventory are expected to need replacement in the next 30-years. The first likely ford replacements are currently envisaged as being required around 2050. They are the fords on Mt Alexander Rd, Lyndon Rd, Gilberts Rd and Macraes Rd.

The long term lifecycle ford renewal forecast is: Figure 7-20: Fords 100 Year Renewal Projection

Source: [HDC Rd Value_wRenewals 2016 Final7 update Brgs vD5_MAG.xlsx]Ford > $BO$18

7.13.5.5 Other Structures

The Okuku Pass Road cattle stop is likely to require replacement around 2030 and the one on Lake Sumner Road around 2078. Cattle stops are expected to have lives of around 70-years. Figure 7-21: Other Structures 100 Year Renewal Projection

Source: [HDC Rd Value_wRenewals 2016 Final7 update Brgs vD5_MAG.xlsx]Other_Struct > $BL$26

7.13.6 Bridges and Structures New Works

There are no proposals for new bridges or significant widening of existing bridges.

However, there are many bridges with poor or undesirable approaches; these are typically older, smaller single-lane bridges. Although no accidents have been attributed to these approaches improvements may be beneficial and are targeted in the Low Cost Low Risk improvements category. These approach problems can also be addressed when the bridges are renewed.


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Furthermore, some works are proposed for river training 200m upstream of bridges to improve the hydraulic performance of waterways and reduce the risk of scour or other flooding damage to existing bridges. These are funded under the resilience category.

7.13.7 Bridges and Structures Disposals

There are no issues associated with the disposal of bridges or bridge materials. These are dealt with by the maintenance contractor.

7.13.8 Bridges Financial Summary A summary of all forecasted expenditure and their relevant work categories is provided below. It is noted that the cost of these works is significantly higher than current HDC funding allocations from NZTA.

Table 7 55 Forecasted expenditure for maintenance

Activity by Year Work category Amount TOTALS2018/19 Routine maintenance 114A $75,000 Structural maintenance 114B $40,000 General Bridge Inspections 151 $50,000 Investigations 151 $30,000 Routine component replacement 215A $5,000 Structure component replacement 215B $160,000 Professional Services 215E $30,000 Bridge Renewals 322 $150,000

Subtotal $540,0002019/20 Routine maintenance 114A $75,000 Structural maintenance 114B $40,000 Investigations 151 $30,000 Routine component replacement 215A $5,000 Structure component replacement 215B $160,000 Professional Services 215E $30,000 Bridge Renewals 322 $120,000

Subtotal $460,0002020/21 Routine maintenance 114A $75,000 Structural maintenance 114B $40,000 Investigations 151 $30,000 Routine component replacement 215A $5,000 Structure component replacement 215B $160,000 Professional Services 215E $30,000 Bridge Renewals 322 $240,000

Subtotal $580,000Total funding 2018-2021 $1,580,000

The total funds requested for Bridge Maintenance and Component Replacement under work categories 114A & B and 215A & B is currently around $280,000 per annum (excluding fees). This


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equates to 0.27% of the total bridge asset value, in comparison with a benchmark of 0.4-0.5% as recommended in the NZ Transport Agency’s State Highway Annual Plan Instructions Manual (SM018). This figure is slightly lower than the benchmark due to the more benign corrosion and weather conditions within North Canterbury, and is currently seen as an appropriate level of funding to maintain the bridge asset in an acceptable and safe working condition. While TLA bridges typically have lower level of service requirements than State Highway bridges, they are often constructed to a lower standard, and hence typically require a similar proportion of maintenance inputs as State Highway Bridges (i.e. 0.4-0.5% of their total value).


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7.14 Traffic Services (Signs, Delineation, Traffic Control Devices) This section covers road signs, markings, delineation and traffic control devices that promote a safe and efficient roading system

A summary of the various work activities is described in the following table. Table 7-56 Maintenance Activities

NZTA Work Category

Key activity Asset Type Sub-activity Comment

122 & 122SPR

Traffic services maintenance

Signs Regulatory,information, warning, street name blades

Maintenance, repair

Delineation Painted markings Planned frequency Edge marker posts Maintenance, repair

Railings Guardrails Maintenance, repair Sight rails (timber) Maintenance, repair

Traffic islands Various sizes (incl. medians)

Maintenance, repair

7.14.1 Standards

Standards for both maintenance and renewals are based on the asset hierarchy, essentially a risk management approach.

The standard of rural delineation provided across the network has been established to provide consistent levels of service for drivers travelling to and from adjoining networks. The Council’s standards are compatible with those of the Waimakariri District Council, Kaikoura District Council and, to a lesser extent, the NZTA’s state highway division whose network consists only of ‘strategic roads’.

All work is carried out in accordance with Land Transport Rule: Traffic Control Devices and the NZTA Manual of Traffic Signs and Markings42 Part 1 Traffic Signs and Part 2 Markings. Materials are specified using NZTA Standard Specifications43 and NZS 5414: 1977 Specification for Construction of Traffic Signs.

The Council employs the Edge Maker Post arrangement as detailed in Figure 5.10 (“old” SH standard) of MOTSAM Part 2 for most of its rural marker-peg installations. On principal inter-district roads the “new” SH standard (Fig 5.11 of MOTSAM Part 2) is used.

7.14.2 Maintenance

7.14.2.1 Signs

<need to bring in the deficiencies issues here (on-going)>>

The maintenance of signs is carried out under the road maintenance contract and includes the repair, replacement, renewal and cleaning of all regulatory, hazard and advisory traffic signs within the road reserve caused by fair wear and tear, crash damage, vandalism, changes in legal requirements and general deterioration. The contracts include maintenance of:

Regulatory signs

Permanent warning signs,

Advisory road signs

42 Commonly referred either to by its abbreviated title, MoTSAM, or as the Manual of Traffic Signs and Markings43 NZTA (Transit NZ) Specifications M/07 1998: Road marking Paints, M/14 2005: Edge Marker Posts, M/20 Long Life

Road marking Materials and P/16 1993: Installation of Edge Marker Posts.


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Destination signs

Approved tourist information and destination signs

Chevron sight boards

Sight rails

Culvert markers

o Bridge end markers

o Edge marker posts

o Road and street name blades

Other contract requirements include:

Removal of vegetation obscuring signs;

Erection and removal of seasonal signs;

Cleaning of dirt, grime and algae growth off all signs and markers as directed;

Removal of illegal or unauthorised signs;

Removal of vegetation around the base of a post or pole for the sign; and

Maintenance of community information signs and notice boards. This work is ‘non-subsidised’ and is budgeted separately from the balance of the signs maintenance work.

Vandalism and crashes are significant drivers of costs and are the causes of most sign-maintenance work.

The contractor is required to maintain an effective level of preparedness and stocks to ensure emergency signage works can be undertaken within specified response timeframes.

The installation of new signs is included in the contract and is initiated by the Engineer. This work is not generally classified as New Works because of the low value of each sign installation, around $450. However, some larger signs, particularly destination signs, can cost over $10,000. These will generally be funded as new works under appropriate budgets, including the Low Cost Low Risk improvements budget.

The need for and placement of regulatory signs (Stops and Give Ways), at intersections is determined in accordance with the Land Transport Rule: Traffic Control Devices and the Manual of Traffic Signs and Markings. The principal criteria are visibility and approach speeds.

The contractor is required to inspect all signs, including name-blades, maker-posts and other delineators routinely during the course of fulfilling their obligations to the rest of the maintenance contract. In addition to routine inspections, items of work may also be identified by other contractors while carrying out other maintenance or construction work on District roads, and Hurunui District Council engineering staff.

Obsolete, damaged, sub-standard and non-conforming signs identified during inspections are programmed for replacement subject to funding provisions according in the following order:

Public safety;

Traffic volumes; then

Convenience to road users.

Problems with signs and marker-posts are routinely reported by the public, staff and elected members. These are passed onto the contractor for action.


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7.14.2.2 Street Name-blades

The Council revised its standard for road name-blades in the mid-1990’s and now uses reflectorized white on a reflectorized blue background and includes street-numbers on its name-blades as an aid for travellers and emergency vehicles. Recent international research has shown that the use of only upper-case letters detracts from the legibility of signs. The improvement plan therefore includes reviewing this aspect of the standard design.

Name blades are being progressively installed on all roads at all junctions, and in other locations where the road names change. When a road is named for the first time or renamed by the Council a name blade is supplied at each junction of that road. ‘No Exit’ roads have a No Exit sign of the same format as the road name sign erected below the road name blade.

Name-blades in new subdivisions are erected to Council standards by the developers as part of the development work.

7.14.2.3 Edge Marker Posts

<need to bring in the deficiencies issues here (on-going)>>

Edge marker posts are installed and maintained on all HDC arterial roads. They are only installed on collector local roads where there are particular delineation problems that cannot be resolved readily by other means. The earlier practice of marking some culverts with edge-marker posts has been discontinued. These edge markers will be progressively replaced with bridge end markers (defile markers)

Sight rails and guard rails are maintained and renewed on an as-required basis with needs determined during the routine inspections described elsewhere.

7.14.2.4 Road Marking

All pavement re-marking work is classified as maintenance.

Maintenance of existing road marking and pavement markers is part of the road maintenance contract 15/01. This contract uses a method specification with the road marking done on a needs basis. Urban areas are typically marked annually, along with primary and secondary collectors. Most other roads have only been marked every second year. We believe this is an insufficient level of service, which supports our case for additional funding to improve wet weather and night time visibility.

Council plans to target an annual remarking regime, with the ability to delay some markings if a condition assessment shows they can last a bit longer.

Maintenance and resealing contracts include provisions for the reinstatement of disturbed markings. All contracts are based on modified NZTA “C” series specifications.

Raised reflective pavement markers (RRPMs) are on some rural roads, where traffic volumes, terrain and climate make their use appropriate. Pavement markers are not installed above 200m in elevation except in exceptional circumstances because of excessive losses that are likely to occur during snow-clearing operations. In these conditions marker posts are preferred.

The NZTA Guideline for Rural Road Marking and Delineation is used to determine the standard of marking e.g. centre lines, edge lines, pavement-markers and marker-posts. Standards are determined by the traffic volume and seal width on the road.

Traditionally all road marking apart from yellow no-passing and yellow limit-lines at STOP signs were non-reflectorised. We propose to reflectorize all pavement markings in the Hurunui District from the 2018/2019 year. Initial discussions with pavement marking contractors indicate there would be approximately 15% increase in overall costs for delivering this change in scope. Reflectorizing our markings will provide a considerable increase in night time and wet weather visibility across a large portion of our network.


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Council also plans to increase the area of marking across the network, to include safety improvement measures such as:

Guide lines for single lane bridges continuing across the bridge, (not just leading up to them)

Edge lines on ‘out of context curves’ in rural areas where road width is less than the threshold for standard edge lines

Directional arrows in tourist areas

Centrelines on key tourist routes.

7.14.2.5 Sight Rails

Sight rails are maintained by the Maintenance Contractor under the road maintenance contract as part of bridge structure maintenance.

7.14.2.6 Traffic Islands

There are currently 54 traffic islands on the network. Kerbs and hard paving associated with traffic islands are maintained by the Maintenance Contractor. Landscaped islands are maintained as described in the Environmental Maintenance section.

7.14.3 Maintenance Forecasts

7.14.3.1 Financial Forecasts

A summary of the short term maintenance forecasts is described in the following tables. Note that all forecasts here are in 2018/19 dollars. These are adjusted for assumed inflation in Section 8.0 for submission to NZTA and consideration in HDC’s LTP. Furthermore, note that these tables currently include the costs of street lighting, which is discussed in Section 7.15. Table 7-57 Forecast 3-Year Maintenance Expenditure by Sub-Activity $000


Signs $$ $$ $$ $$

Delineation $$ $$ $$ $$

Railings $$ $$ $$ $$

Traffic islands $$ $$ $$ $$

Street Lighting (ref Section 7.15) $$ $$ $$ $$

TOTAL $$ $$ $$ $$


WCCode


Yr 1 Yr 2 Yr 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21

122 Traffic services maintenance

$106.2 $112.1 $170.0 $215.0 $225.0 $230.0

Table 7-59 Special Purpose Roads Forecast 3 Year Maintenance Expenditure ($000):

WCCode


Yr 1 Yr 2 Yr 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21

122-SPR Traffic services maintenance

$0.0 $0.0 $4.3 $4.1 $4.1 $4.1


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Longer term 10 year forecasts are provided in the next table.


WC Code 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

122 $215.0 $225.0 $230.0 $226.9 $230.5 $234.2 $238.0 $241.8 $245.6 $249.6

122-SPR $4.1 $4.1 $4.1 $7.0 $7.1 $7.3 $7.4 $7.5 $7.6 $7.7

TOTAL $219.1 $219.1 $219.1 $233.9 $237.7 $241.5 $245.3 $249.3 $253.2 $257.3


In addition to the assumptions detailed elsewhere:

Costs will increase respectively in proportion to the increase in road length. This is a reasonable assumption, as all new roads require these services to about the same degree.

Annual Traffic Services costs will increase proportionately with new works funded by the Council.

There will be no major changes in the type, size, or quantity of signs required by legislation.

7.14.4 Renewals

A summary of the various work activities is described in the following table. Table 7-61 Renewal Activities

NZTA Work Category


222 & 222SPR Traffic services renewals

All assets Replacement of asset or component

The Maintenance Contractor’s decisions to renew traffic services assets are made and based on:

Condition – due to age/damage/vandalism/LoS

Audit outcomes (day and night) – not up to specification/delivering on performance requirements

Budget

Service Manager’s/Engineer’s approval of programme

Decisions on the need to renew road markings are made by HDC Roading officers based on age, condition, LoS, technical review, safety assessment, etc. as well as budget.

7.14.4.1 Signs

Although the cost of a road sign is generally small, collectively they are a significant asset. There are 18 sign installations valued at over $10,000 each; with the exception of the two “Amberley Gateway” signs all the others are electronic signs located near schools.

Signs are depreciated, and renewed when they cease to deliver the required level of service. The Council has assessed the life of most signs as 12 years. This reflects the effects of traffic damage, vandalism and weather. The latter has a significant influence on the life of the “average” road-sign and for this reason, the formal programme for sign renewals excludes signs valued at under $1,000 each.


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7.14.4.2 Traffic Islands

While the physical materials that make up traffic islands can last a considerable time, the effective life of many traffic islands is determined by their ability to deliver the required level of service (good traffic flows). All traffic islands have therefore been assigned expected useful lives of around 30 years. The 30 oldest of have the same assumed construction dates 2000, suggesting a replacement date of 2030. Condition- and performance-based assessment of remaining useful lives should be carried out on their assets from around 2020, with a view to making more accurate assessments of their renewal dates.

7.14.4.3 Railings

There are currently 96 railing installations with a total length of 3,347m on the network. Over half of these (51) are timber sight-rails with expected lives of 25 years. With the exception of two steel handrails the others are steel “ARMCO”® type crash barriers, which are expected to last 50-years in service. When railings are damaged by vehicle and other impacts the damaged sections are repaired under maintenance. However accumulated damage and deterioration over the years does eventually require their programmed renewal.

7.14.5 Renewals Forecasts


Short term renewal forecasts are described in the following tables. Note that all forecasts here are in 2018/19 dollars. These are adjusted for assumed inflation in Section 8.0 for submission to NZTA and consideration in HDC’s LTP. Furthermore, note that these tables currently include the costs of street lighting, which is discussed in Section 7.15. Table 7-62 Forecast 3-Year Renewal Expenditure by Sub-Activity $’000


Signs $$ $$ $$ $$

Delineation $$ $$ $$ $$

Railings $$ $$ $$ $$

Traffic islands $$ $$ $$ $$

Street Lighting (ref Section 7.15) $$ $$ $$ $$

TOTAL $$ $$ $$ $$

Table 7-63 Forecast 3 Year Renewal Expenditure ($’000):

WCCode


Yr 1 Yr 2 Yr 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21222 Traffic services renewals $364.0 $139.3 $250.0 $530.0 $480.0 $430.0222-SPR Traffic services renewals $0 $0 $3.5 $5.0 $5.0 $5.0

10 year forecasts are provided in the next table. Table 7-64 Forecast 10 Year Renewal Expenditure ($’000):

WC Code 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

222 $530.0 $480.0 $430.0 $487.7 $495.5 $503.4 $511.5 $519.6 $528.0 $536.4

222-SPR $5.0 $5.0 $5.0 $5.1 $5.2 $5.2 $5.3 $5.4 $5.5 $5.5

TOTAL $535.0 $485.0 $435.0 $492.8 $500.6 $508.6 $516.8 $525.0 $533.4 $542.0


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7.14.5.2 Long term Forecasts

The forecast renewal needs for major signs, traffic islands and railings (includes guardrails) are shown in the following charts.

The peaks for signs are due to construction of most in the early 2000’s. Replacement has started and as it continues more accurate age and life data will be obtained, which will allow refinement of the forecast. Figure 7-22: 30 year Sign Renewal Forecast

Source: [HDC Rd Value_wRenewals 2016 Final7 LTFS vC.xlsx]Signs > $DF$30

Figure 7-23: Long Term Sign Renewal Forecast

Source: [HDC Rd Value_wRenewals 2014 v0J.2xlsx.xlsx]Signs > $BZ$38

Figure 7-24: 30-year Traffic Island Renewal Forecast


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Source: [HDC Rd Value_wRenewals 2015 vF.xlsx]Island > $BT$37

Figure 7-25: 30-year Railing Renewal Forecast

Source: [HDC Rd Value_wRenewals 2016 Final7 LTFS vC.xlsx]Rail > $BV$5

Timber Sight Rails make up all but two of the forecast replacements in the 30-year forecast.

The peak in 2045 for railings is largely caused by the forecast need to replace 1,370m of steel guard rail on the Inland Road and Inland Kaikoura Road. These dates reflect construction dates of 1995. From around 2025 the expected remaining lives of these assets should be assessed using the assets’ condition.

7.14.6 New Assets

Decisions to add new traffic services assets to the network are made by Council based on:

Safety Audit recommendations

Budget

Service Manager’s/Engineer’s approval of programme

<Identify the forecast growth in the asset base – this may come from the LCLR category (on-going)>>


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7.14.7 Disposals

There are no current asset disposal issues.


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7.15 Traffic Services (Street Lighting) A summary of the various work activities is described in the following table. Table 7-65 Maintenance Activities

NZTA Work Category


122 Traffic services maintenance

Street Lighting Poles, brackets, lanterns maintenance

Mix of reactive and planned.

Electricity supply District-wide supply Contract

7.15.1 Street Lighting – Maintenance

This includes both maintenance and energy supply associated with the operation of carriageway lighting.

MainPower provides all professional and physical works services for lighting, from asset management to day to day maintenance. MainPower staff are consulted on renewal needs, and give advice on maintenance and level of service requirements.

Electricity is supplied as part of a wider Council energy contract. .

Street light maintenance contract requirements include:

Prompt repair of non-functioning lights;

No lights malfunction continuously and there are no areas where continual intervention is necessary;

All work must comply with the Electricity Act 1993 and Electricity Regulations 1993, with the relevant NZ / Australia Standards and with the electricity-network owner’s requirements;

Receipt and actioning of complaints, either directly, via the Council’s system, or following inspections;

Maintenance of the street-lighting database;

Conduct of inspections;

Repair and maintenance of light fittings and poles;

Straightening poles and support arms;

Monitoring of asset condition by undertaking planned inspections in conjunction with bulk-change or routine maintenance activities and reporting to the Engineer;

Provision of an immediate response to hazards;

Replacement of lights or poles damaged in vehicle crashes;

Development of maintenance programmes based on schedules of defects identified during inspections;

Disposal of hazardous substances found in some lights and fittings, e.g. PCB’s;

Completion of renewals works such as replacement of obsolescent light fittings; and

Installation of new lights and poles (new works).

Works are undertaken to ensure the safety of road users and pedestrians and to minimise future repair costs. The impact on public safety is the top priority when determining repair options.

The Council seeks to recover the cost of accident damage from those responsible, usually substantiated by Police advice.

There is currently no known backlog of maintenance work (e.g. lights not functioning, badly rusting poles).


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7.15.2 Street Lighting – Maintenance Forecast

7.15.2.1 Financial Forecasts

The short term maintenance forecasts are described in the following tables. Note that all forecasts are in 2018/19 dollars. Table 7-66 Forecast 3-Year Maintenance Expenditure by Sub-Activity $000


Street lighting – Maintenance $$ $$ $$ $$

Electricity supply $$ $$ $$ $$

TOTAL $$ $$ $$ $$


WCCode


Yr 1 Yr 2 Yr 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21

122 Traffic services maintenance (Street lighting)

$170.0 $170.0 $170.0 $$ $$ $$

Longer term 10 year forecasts are provided in the next table. Table 7-68 Forecast 10 Year Maintenance Expenditure ($000):

WC Code 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

122 $$ $$ $$ 4$$ $$ $$ $$ $$ $$ $$



Maintenance costs will increase slightly in proportion to the increase in urban road lengths, as all new roads require these services to about the same degree, but all new installations will be LED lights;

Energy costs will decrease significantly in proportion to the percentage of LED lights on the network;

Energy charges per kWH will increase at a higher rate than inflation.

7.15.3 Street Lighting – Renewal

A summary of the various work activities is described in the following table. Table 7-69 Renewal Activities

NZTA Work Category


222 Traffic services renewals – Street Lighting

All assets Replacement of asset or component

By maintenance contractor

The main cause of deterioration of lights in the District is old age and inability to obtain replacement electrical and electronic components at reasonable prices.


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At the time of writing, HDC is completing a business case assessment to take advantage of 85% FAR (2017/2018) for lighting replacements to full LED for lighting improvement, asset improvement, safety improvement and power-use efficiency.

The required level of renewal depends on:

Age of the lights;

Light levels;

Condition;

Level of on-going maintenance;

Economic lives of the materials and components used; and

Availability of replacement parts and fittings.

The strategy relating to the renewal of assets, or components of those assets, is:

Renewal needs are identified from the planned inspection programme.

Replace faulty or damaged assets, when replacement is more economic than repair.

Replace faulty or damaged lanterns (light fittings) that cannot be repaired because of obsolescence or replacement parts are unobtainable.

Replace obsolete overhead utility poles with lighting specific poles in conjunction with street or roading upgrade projects or when overhead wiring is undergrounded.

Replace groups of obsolescent fittings with LED lights, when they become due for replacement.

When it is economical to do so, salvaged parts from similar lights previously withdrawn from service may be used until such time as they need to be replaced

Renewal works involve the replacement of either the complete lantern or pole. Components are maintained or replaced as maintenance activities. .

Works are prioritised according to public safety and benefit/ cost savings available (e.g. power efficiencies), and road hierarchy or road importance can also be influencing factors in determining relative priorities for renewal.

Generally, lamps (bulbs) are replaced like-with-like. If this cannot be done, the next preference is for the replacement lamps to be compatible with the lantern and control gear. After that, the option is to replace the whole lantern (fitting). Where a major renewal takes place i.e. a street upgrade new lights and poles are required to be generally complementary in style and colour with streets in adjacent new subdivision areas. With the introduction of LED lamps this will change as the “light-bars” are currently not separately replaceable, however, where practicable power-supply components are re-used.

7.15.4 Street Light Renewal Programme

7.15.4.1 Street Light 3 and 10 Year Forecasts

A summary of the short term renewal forecasts are described in the following tables. Note that all forecasts are in 2018/19 dollars.Table 7-70 Forecast 3-Year Street Light Renewal Expenditure by Sub-Activity $000


Lantern/fittings replacements $$ $$ $$ $$

Pole replacements $$ $$ $$ $$


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TOTAL $$ $$ $$ $$

Table 7-71 Forecast 3 Year Street Light Renewal Expenditure ($000):

WC Code


Yr 1 Yr 2 Yr 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21

222 Traffic services renewals – Street Lighting $250.0 $250.0 $250.0 $$ $$ $$

10 year forecasts are provided in the next table. Table 7-72 Forecast 10 Year Street Light Renewal Expenditure ($000):

WC Code 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

222 $$ $ $$ $$ $$ $$ $$ $$ $$ $$

TOTAL $$ $$ $$ $$ $$ $$ $$ $$ $$ $$

7.15.4.2 Street Lighting Long Term Projections

The projected renewal programme for the next 30 years, and extended to 100 years, based on the asset valuation is shown below.

<Lump at beginning needs to be explained (on-going)>> Figure 7-26: 30-Year Streetlight Renewals Forecast

Source: [HDC Rd Value_wRenewals 2016 Final7 - LTFS vC.xlsx]SL_Light > $CL$86

Figure 7-27: 100-year Streetlight Renewals Forecast


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Source: [HDC Rd Value_wRenewals 2016 Final7 - LTFS vC.xlsx]SL_Light > $CL$106

These two forecasts do not allow for the LED conversion programme and will need to be updated once that has been completed.

Further, poles and brackets need to be “balanced” to reflect the current condition of the assets and the available funds, assumed to be the average 100-year renewal costs.

7.15.5 Street Lighting New Assets

There has been an increase in public interest in urban lighting standards as communities have become more concerned about personal safety. Installation of new street lighting to meet these standards is a New Work.

Note that the Council is currently assessing an LED conversion programme to replace sodium (BCA at 85% bespoke NZTA offer 2017/2018 only).

7.15.6 Street Lighting Disposals

There are no current asset disposal issues.

Disposal of salvaged parts is managed by the contractor, with consideration to the use of operational components by developing countries at his discretion.


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7.16 Environmental Maintenance and Renewal The purpose of this activity is to control vegetation growth and remove litter/rubbish within the road corridor in order to:

Preserve safe line of sight for motorists and other road users

Protect assets from damage caused by excessive vegetation growth

Maintain a reasonable level of roadside amenity

Prevent public health risk

Prevent road hazard risk

The activities are described in the following table.

Table 7-73 Maintenance and Renewal Activities

NZTA Work Category


121 & 121 SPR Environmental Maintenance (includes Vegetation control and Litter Collection)

Weed spraying Urban and rural roads – planned frequency

Mowing Rural road berms – planned frequency 3 times pa

Tree trimming Rural – typically 30kms pa plus for power lines

Minor slips clearing Variable based on need Snow and ice gritting Variable based on need Litter control Rural roadsides – generally

reactive Vegetation LS provision Rest area maintenance LS provision 221 & 221SPR Environmental

Renewals Replacement of assets No activity

7.16.1 Vegetation Control Currently Council mows roadside verges (a single pass) two or three times per year over the entire network, plus one or two collector mows. Over the next 2-3 years Council plans to reduce the frequency and extent of mowing and implement a weed-spraying program to control roadside growth and high shoulder development. This new approach will lessen the maintenance costs both in the short and long term, creating efficiencies in other spraying programs for signs, marker pegs, culvert ends, soak holes, wilding trees etc.

7.16.1.1 Weed Spraying

The Council controls weeds and growth on sealed and unsealed roads:

at bridges,

at culvert inlets and outlets,

at sight rails,

at soak holes,

in kerb and channel,

around signs,

in footpaths,

in paved and gravel medians, and


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in driveways, where the driveway is part of the carriageway or footpath.

Vegetation is sprayed only where it is:

Obscuring abutments, headwalls, signs, etc.

Affecting the drainage function of the soak hole, kerb and channel, etc.

Affecting the aesthetics of the median, driveway, footpath, etc.

In addition, all controlled weeds44 on urban and rural roadsides are controlled by the Council using chemical sprays. The cost of urban weed control is met from the amenities account and rural roadside weed control from “subsidised roading”.

Any growth noted during the inspection cycles is programmed for spraying and completed by the contractors. Performance is measured by there being no growth within the areas maintained that is older than the inspection cycle.

The Council requires its maintenance contractors to have consent from Environment Canterbury for use of non-residual chemicals suitable for these applications in urban and rural areas. The contractors are also required to employ a certified applicator for this work.

7.16.1.2 Mowing

The berms of all rural roads are mown for one mower-width (approximately 1.2-1.3m) from the edge of seal to improve drainage and sight-distance, and to improve safety by removing any impediment to motorists using the full width of carriageway available by removing the ‘shy-line’ caused by long growth.

The full width of berm on each side of each road joining a rural arterial road is also mown for a distance of 50 metres to improve visibility. This work is also done on selected berms of arterial and local-road intersections and curves where there are sight-distance problems that can be resolved this way.

Mowing is usually done twice a year, in November during the spring growth season and in the autumn. The need for mowing is determined by consultation with the Engineer and additional mowing will be directed if required. After mowing the height of vegetation is a minimum of 50-mm on sealed roads and 100m on metal roads. The maximum intervention heights are 200-mm and 400-mm respectively.

As discussed above, Council intends to lessen the frequency and extent of mowing, moving towards a partial spray regime.

7.16.1.3 Tree Trimming and Removal

The maintenance contract allows for side trimming of 28km of roadside trees per annum, to maintain the Roading envelope. The Roading envelope is defined as an area free of branches that extends 1m beyond the edge-marker line from the centreline or 2.5m from the edge of carriageway (greater of the two) either side of the road, and a minimum 4.5m above the crown of the road.

Wilding Trees are defined as exotic trees that have self-sown within the roading corridor. They are typically Pine, Poplar, Willow, Wattle and Blue Gum but may include other species. Wilding trees are removed or sprayed as part of a lump sum item within the 15/01 Road Maintenance contract. Any trees requiring to be cut down are to be poisoned so as to kill of any regrowth.

The maximum size tree the Contractor is expected to deal with is one that has a trunk circumference of no greater than 300mm at 1m above ground level. Anything bigger than this is to be dealt with by specialist sub-contractors.

44 Formerly known as noxious weeds; as defined by ECan in the Regional Pest Management Strategy 2005


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7.16.2 Minor Slips

Minor slips are fixed up through maintenance in the road maintenance contract. These are normally as a result of a natural hazard event, e.g. rainfall, etc. The remedial costs are too low to fit against the emergency event category criteria.

7.16.3 Snow and Ice Gritting

7.16.3.1 Snow Clearance

Snow clearing is included in the road maintenance contract. The contractor is responsible for determining when and where snow clearance is carried out, but prior to mobilising personnel and equipment they are required to obtain verbal confirmation from the Engineer, if possible. The contractors and the Engineer confer on a regular basis during periods when heavy snow is expected to affect the District’s roads ensuring that as far as possible hazards are anticipated. The need for snow clearance can be a matter of opinion but safety of road users is the primary factor.

Where there is difficulty in obtaining access on all roads snow clearing is done so that priority is given to roads in recognition of:

Roads providing access to significant utilities when restoration work on the utility is required, e.g. pump stations, electricity sub-stations

The road hierarchy and level of importance to road users

The performance of the contractor on snow-clearance operations is measured by the following criteria:

The contractor’s demonstrated ability to identify the need for snow clearance with accurate and timely recommendations to the Engineer.

Snow clearance is carried out so that traffic hazards due to build up snow are kept to a minimum.

The extent of damage to the road and its furniture.

Snow clearance activities include clearance of footpaths. This need is not uncommon in Hanmer Springs and occasionally in Hawarden and Waikari, both of which are sited above 200m in elevation.

Note that raised reflective pavement markers (RRPMs or ‘cat’s eyes’) are generally not used on Council roads because of low traffic volumes, and on roads with elevations above 200m they can cause problems and unnecessary expense during and after snow clearance.

7.16.3.2 Gritting

The application of grit to areas of frost or ice where a potential traffic hazard is caused by these problems, is included in the road maintenance contracts.

The contractor determines when and where gritting should be carried out. This requires inspection of the scheduled sites known to have frost, ice or ‘bleeding’ problems, but there are other weather-related conditions that can require a more general inspection of the network (e.g. after snowfall).

The removal of surplus grit is done after the potential hazard has passed. All surplus grit is removed from the carriageway, generally by sweeping onto the berm.

A report by a Christchurch coroner in the period prior to 2010 emphasised the necessity for ice- and frost-control work to be carried out proactively and extensively. At present there is little factual data gathered on ambient temperatures across the District and extreme reliance is placed on the expertise of the contractor’s staff in identifying when and where grit needs to be applied. Unfortunately, on busy roads where the need is often greatest, grit is quickly ‘blown’ out of wheel-tracks by vehicles. Frost and ice control using CMA can reduce this problem but its use has yet to be shown to be fully effective and it is very expensive. CMA does present some problems with reduced surface-friction and requires resource consent. The conditions in the consents held by NZTA for the Lewis Pass area are prohibitively onerous from the Council’s perspective.


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The Improvement Plan includes items to consider gaining a better appreciation of ambient temperatures across the District and to monitor the use, effectiveness, availability and suitability of CMA for frost and ice control in the District.

Increasing use is being made of permanently erected temporary warning signs for indicating recurrent hazards such as icing or flooding. Essentially these are standard temporary warning signs built so that they can be opened or closed at will and mounted permanently at the appropriate sites. The sites for these signs are selected based on road-user risk and are chosen in conjunction with the appropriate road maintenance contractor.

Snow and ice gritting will increase from 1 July 2019 on Route 70 when this route again becomes managed by HDC.

7.16.4 Rest Areas

Rest areas do not normally attract any NZTA co-investment funding consideration and are thus managed under amenity funding for that ward. The number of rest areas is under review by the amenity staff, getting a better assessment of the extent of this asset stock for condition rating, maintenance budgeting and possible renewals.

7.16.5 Litter Collection

Rubbish dumped on rural roadsides is removed by the contractor on an as-required basis when directed by the Engineer. Generally, problems are notified by ratepayers and road users, with some being identified during routine inspections and use of the network by contractors and Council staff. There are no routine ‘litter collection patrols’. All rubbish is removed from the site and dumped at a site arranged by the Contractor.

Rural litter removal does not include removal of dead cats, dogs, possums, hedgehogs and similar small animals from the road. It does include large dead animals such as sheep and cattle which can cause safety problems and odour nuisances. Similarly, the Council does not remove all dead cats, dogs, possums, hedgehogs and similar small animals from urban roads.

Litter in gutters is removed under the street-cleaning contract and included in the forecasts in Section 7.12 above. Rural litter impeding drainage is collected as “day works” under the general road maintenance contract.


A summary of the various work activities and the short term maintenance forecasts are described in the following tables. Table 7-74 Forecast 3-Year Maintenance Expenditure by Sub-Activity $000


TOTAL

Table 7-75 Forecast 3 Year Maintenance and Renewal Expenditure ($000):

WCCode


Yr 1 Yr 2 Yr 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21121 Environmental

Maintenance $708.0 $569.1 $532.1 $455.0 $530.0 $530.0


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121-SPR Environmental Maintenance

$62.6 $7.4 $38.3 $49.0 $49.2 $49.4

221&221-SPR Environmental Renewals $0.0 $0.0 $0.0 $0.0 $0.0 $0.0

Longer term 10 year forecasts are provided in the next table. Table 7-76 Forecast 10 Year Maintenance and Renewal Expenditure ($000):

WC Code 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

121 $455.0 $530.0 $530.0 $505.5 $506.0 $506.5 $507.0 $507.5 $508.0 $508.5

121-SPR $49.0 $49.2 $49.4 $50.7 $50.7 $50.7 $50.7 $50.7 $50.7 $50.7

221&221-SPR

$0.0 $0.0 $0.0 $0.0 $0.0 $0.0 $0.0 $0.0 $0.0 $0.0

TOTAL $504.0 $579.2 $579.4 $556.2 $556.7 $557.2 $557.7 $558.2 $558.7 $559.2


The following assumptions are in addition to those detailed elsewhere:

Urban vegetation control costs will increase in proportion to the increase in urban road length. Annual rural vegetation spraying costs will increase proportionately with general traffic growth.

Annual rural mowing costs will increase proportionately with rural road length.

Annual rural litter collection costs will increase proportionately with the length of the rural network.

Annual rural litter collection costs will increase proportionately with general traffic growth, as the amount of litter spread is a function of the number of people and vehicles travelling the network.

Apart from the management change relating to Route 70, snow-clearing and storm-damage costs will remain static. However, these costs can and do vary for a wide variety of reasons.


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7.17 Level Crossing Warning Devices The Council’s roads cross railway tracks operated on behalf of the Crown45 and one line owned by the Weka Pass Railway.

This activity provides motorists with appropriate warning of railway crossings and the presence of trains.

7.17.1 Maintenance

The cost of maintaining the signs, and bells and lights where fitted, located at level crossings and lining within the Crown’s rail corridor is shared between the Council and KiwiRail. All work is determined, programmed and organised by KiwiRail. However, Council’s roading staff maintain periodic contact with KiwiRail and discuss level-crossing maintenance needs as required. The Council’s share of these works attracts financial assistance at 100%. There is thus no direct cost to the Council.

The cost of maintaining features outside the rail corridor lies with the Council; financial assistance may be claimed on qualifying work.

Table 7-77 Work Activities

NZTA Work Category


131 Level Crossing Warning Devices

Maintenance of signs, bells and lights where fitted, located at level crossings and lying within the Crown’s rail corridor

As required


A summary of the various work activities and the short term maintenance forecasts are described in the following tables. Note that all forecasts are in 2018/19 dollars. Table 7-78 Forecast 3 Year Maintenance Expenditure ($000):

WCCode


Yr 1 Yr 2 Yr 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21131 Level Crossing Warning

Devices $6.1 $4.8 $7.0 $7.0 $7.0 $7.0

Longer term 10 year forecasts are provided in the next table. Table 7-79 Forecast 10 Year Maintenance Expenditure ($000):

WC Code 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

131 $7.0 $7.0 $7.0 $7.0 $7.0 $7.0 $7.0 $7.0 $7.0 $7.0

45 The NZ Railways Corporation is the owner of the national railway infrastructure


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7.18 Low Cost Low Risk Improvements This work category provides for the construction/implementation of low-cost/low-risk improvements to the transport system to a maximum total cost for approval per project of $1,000,000.

7.18.1 Work Activities Examples of qualifying activities include, but may not be limited to:

small, isolated geometric road and intersection improvements;

traffic calming measures;

traffic management systems;

surface treatment (safety), including sealing for bridge approaches

lighting improvements for safety;

installation of new traffic signs and markings, or upgrading these to the current standard;

provision of guard-railing;

sight benching to improve visibility;

walking facilities that comply;

cycling facilities that comply;

structures, culverts or stock access;

stock effluent facilities;

minor engineering works associated with community programmes;

behaviour change activities; and

property and professional services costs associated with the improvement.

For the purposes of the AMP and NZTA funding application the following have been incorporated in the forecasts for this work category:

replacement of bridges and other structures within the definition of Work category 322: Replacement of bridges and other structures

resilience improvements within the definition for Work category 357: Resilience improvements


NZTA Work Category


341 Low Cost Low Risk (was previously Minor Improvements)

Various Capital works typically of a small scale targeted to safety improvements

Initiatives proposed are based on the Council’s prioritised current backlog of identified works, including consideration of local share affordability using the business case approach for any singular work output above $50,000.

Note that projects such as small bridge renewals and resilience improvements have been included in the proposed programme, although they are discussed elsewhere in this AMP.

Proposals are linked to specific asset groups as follows:

1. Sealed Roads a. 18/19: Douglas/Lawcocks intersection improvement ($210k); Leaches stock

underpass ($12k); Golf Link rock armouring ($101k); = Total: $323k


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b. 19/20: Gartys seal ext. ($75k); Limeworks seal ext. ($36k); Medbury/Dalziel seal ext. $50k; Cascade seal ext. ($60k) = Total $221k

c. 20/21: No works currently identified 2. Unsealed Roads

a. 18/19: Blythe traction seal ($230K); Various rural intersections 2 sites ($100k) = Total $500k

b. 19/20: Grays vertical geometric improvement ($170k); Dalgety railway intersection ($75k); Marshmans/Western Tce intersection. ($75k); The Peaks/Costello/Bushells intersection ($120k); Ferniehurst railway cross ($50k) = Total $320k

c. 20/21: Crampton Bush seal ext. ($265k); Iverachs traction seal ($405k); Tekoa traction seal ($30k) = Total $700k

3. Drainage a. 18/19: Various culvert improvements 7 sites ($122.5k) = Total $122.5k b. 18/19: Various culvert improvements 7 sites ($122.5k) = Total $122.5k c. 18/19: Various culvert improvements 7 sites ($122.5k) = Total $122.5k

4. Traffic Services a. 18/19: Additional signs, railings, delineation in response to safety audit outcomes =

Total $100k b. 19/20: Additional signs, railings, delineation in response to safety audit outcomes =

Total $100k c. 20/21: Additional signs, railings, delineation in response to safety audit outcomes =

Total $100k 5. Bridges and structures improvements

a. 18/19: Sealing bridge approaches 4 sites (Otta-seal) ($60k) = Total $60k b. 19/20: Sealing bridge approaches 4 sites (Otta-seal) ($60k) = Total $60k c. 20/21: Sealing bridge approaches 4 sites (Otta-seal) ($60k) = Total $60k

6. Bridges and structures renewals (refer Section 7.13.5) a. 18/19: Various renewals = Total $175.0 b. 19/20: Various renewals = Total $390.0 c. 20/21: Various renewals = Total $190.0

7. Bridges and unsealed roads improvements (refer Section 7.19.2) a. 18/19: Flood washout and river training works = Total $90.0 b. 19/20: Flood washout and river training works = Total $90.0 c. 20/21: Flood washout and river training works = Total $90.0

7.18.2 Financial Forecasts

Proposed projects and forecast programmes are listed in the following tables. Table 7-81 Forecast 3 Year Expenditure ($000)

WCCode


Yr. 1 Yr. 2 Yr. 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21341 LCLR Improvements $312.0 $306 $707.9 $935.5 $993.5 $982.5341-SPR

LCLR Improvements - SPR $0.0 $0.0 $7.0 $10.0 $10.0 $10.0

Asset Type Description of Additional Projects

Yr. 1 Yr. 2 Yr. 32018/19 2019/20 2020/21

Sealed Roads See 1) above $323.0 $221.0 $0.0Unsealed Roads See 2) above $330.0 $490.0 $700.0


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Drainage See 3) above $122.5 $122.5 $122.5Traffic Services See 4) above $100.0 $100.0 $100.0Bridges & Structures See 5) above $60.0 $60.0 $60.0Bridges & Structures See 6) above $175.0 $390.0 $190.0Bridges & Unsealed Roads See 7) above $90.0 $90.0 $90.0 TOTAL (excl. SPR) $1200.5 $1473.5 $1262.5

Table 7-82 Forecast 10 Year Expenditure ($000):

WC Code 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

341 $1200.5 $1473.5 $1262.5 $970.5 $970.5 $970.5 $970.5 $970.5 $970.5 $970.5 341-SPR $10.0 $10.0 $10.0 $10.2 $10.2 $10.2 $10.2 $10.4 $10.7 $11.1


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260

7.19 Resilience Improvements A resilient transport network helps the Council to be responsive to unforeseen events and provide customers with confidence that they will be able to undertake their journeys in a timely manner. Managing resilience involves targeting the risk of anticipated disruption on the network. These activities help protect roading assets from natural hazards or premature degradation.

7.19.1 Work Activities The activities may include:

Ensuring critical items such as bridges and road surfaces can recover quickly from setbacks Enforcement of permitted heavy vehicle axle weights that protect the pavement and structural

integrity Measures, such as riverbank protection works, that lessen the impact of flooding and similar

events Improvements that target alternative routes


NZTA Work Category

Key activity Sub-activity / Asset Comment

357 & 357SPR Resilience improvements Various – typically roads and bridges

Various initiatives

Two different risks are being targeted in this activity, relating to improving the resilience of unsealed roads and bridges:

Flood washouts – 21 unsealed road sites have been identified across the district as high-incidence through various rainfall/flooding events experienced over last 5 years. These could have improved works to reduce the incidence of damage and improve route travel resilience.

River training – 6 bridges have been identified. Improved hydraulic management would reduce the potential incidence of bridge abutment scouring and improve route travel resilience.

Further risks will be identified and considered in the 2020 AMP, an improvement plan action.


Proposed projects and forecast programmes are listed in the following tables. Note that these works have been programmed under Work Category 341 Low Cost Low Risk (refer Section 7.18.2). Table 7-84 Improvement Projects

Asset Type Description Yr. 1 Yr. 2 Yr. 32018/19 2019/20 2020/21

Unsealed Roads Flood washout protection works (approx. 21 sites over 3 year period)

$50.0 $50.0 $50.0

Bridges River training 200m upstream of bridges for protection purposes

$40.0 $40.0 $40.0

TOTAL $90.0 $90.0 $90.0


WCCode

WC Description Final Claims CurrentApproval

Yr. 1 Yr. 2 Yr. 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21341 Low Cost Low Risk $156.0 $0.0 $0.0 $90.0 $90.0 $90.0


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341-SPR Low Cost Low Risk $0.0 $0.0 $0.0 $0 $0 $0


WC Code 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

341 $90.0 $90.0 $90.0 $90.0 $90.0 $90.0 $90.0 $90.0 $90.0 $90.0


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262

7.20 Community Education Programmes Community programmes are activities taking place at the local level to promote the safe and sustainable use of the land transport system.

7.20.1 Work Activities

The activities may include:

encouraged community participation in land transport decision-making

assisting communities to identify their land transport issues and develop their own informed decisions

increase the community’s capacity to address local transport issues

develop and motivate local partnerships

develop and motivate stakeholder partnerships (road safety coordination committee)

integrate activities at the local level

generate insight on local transport issues and new ideas that can be further developed for wider application

develop a Road Safety Action Plan for the district (HDC; NZTA; NZ Police; ACC), with focus on alcohol, safety with age; restraints and speed

engagement of road safety coordinator to focus on the outputs and outcomes of this work category


NZTA Work Category


432 Promotion, education and advertising

Road safety coordination committee meetings

Road safety coordinator Community programmes targeted to school

safety education Development/updating of Road Safety

Action Plan Focus to programmes that reduce serious

injuries and deaths associated with alcohol, safety with age; use of restraints in vehicles; and appropriate speeds


Proposed projects and forecast programmes are listed in the following tables. Table 7-88 Forecast 3 Year Expenditure ($000)

WCCode

WC Description Final Claim CurrentApproved

Yr. 1 Yr. 2 Yr. 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21432 Promotion, education and

advertising $55.1 $14.8 $100.8 $58.5 $60.0 $61.5

Table 7-89 Forecast 10 Year Expenditure ($000)

WC Code 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

432 $58.5 $60.0 $61.5 $63.0 $64.4 $66.2 $67.8 $69.5 $71.2 $73.0


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7.21 Footpaths and Cycleways

7.21.1 Maintenance

7.21.1.1 Footpaths

Footpaths are maintained under budgets allocated to and controlled by individual ward committees established by the Council in Hanmer Springs, Amuri, Cheviot, Glenmark, Amberley and Hurunui Wards. Any required footpath maintenance is carried out as day-works following identification of footpath faults by periodic inspection of the assets and receipt of customer complaints. Footpath maintenance works are currently unsubsidised.

All footpaths need to be RAMM rated for asset condition. Service Delivery undertook a full assessment of all footpaths across the district to prioritise works through the next ten year period of the LTP 2018-2028. This information is not readily available and may need to be restructured for capture in RAMM. This is an improvement area that need addressing through 2018-2019.

Condition assessments are to be carried out every three years minimum.

Previous to this assessment, the number of defects was not known, neither was there information on the extent of any potential hazard to pedestrians, for example, potholes or broken areas likely to cause tripping. The development of this recent formal condition rating system was part of a footpath management strategy that had been identified in the improvement programme through the 2014 Roading AMP.

Maintenance needs are identified mainly from inspections prior to compiling the schedule for the annual maintenance programme, but also from RAMM age data, public complaints recorded in the Council’s ‘complaints’ system, and observations made by Council engineering staff.

These inspections are jointly carried out by the contractor and the Amenities Engineer. Maintenance is based on a schedule of identified work, which is measured and ‘marked on the ground’ so that the cost will be close to budget. The work is then approved by the ward/community committee, programmed by the officer and completed by the contractor.

Sealed entranceways (kerb crossings) have maintenance carried out at the same time as the footpath. These crossings form an integral part of the adjacent footpath in addition to providing access over footpaths into private property. The work on entranceways is a cost to the entranceways budget rather than the footpath budget.

Generally, the performance of footpaths is related to the presence of tripping-hazards, their smoothness, appearance, and unacceptable ponding of rainwater. Depending on the type of failure, footpath renewal can require either repair, resurfacing the path or its reconstruction.

Asset criticality is not an issue for footpaths, although busier paths in townships’ commercial areas are regarded as more important and justify a more proactive management approach. Footpaths in the commercial and tourist areas of Hanmer Springs are particularly important and need to be maintained in good condition to ensure the image of this tourist destination is retained. Critical repairs are managed through the CSR system, with reactive repairs being undertaken as a result of concerns lodged with Council.

7.21.1.2 Cycleways

Maintenance and ongoing costs for specific off-road routes are the responsibility of the group who constructed the walking / cycling route. However, the Hurunui Heartland Cycle Ride is slightly different because this is a larger project and NZTA funding will be sought. It is envisaged that maintenance of associated signs will become Council responsibility, although details are not clear at this stage.

Maintenance costs of marked on-road cycleways are included in the costs of maintaining those sections of road.


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7.21.1.3 Maintenance Standards

There are no adopted maintenance standards for footpaths and interventions are focussed on the safety of the assets’ users. Maintenance is carried out to retain footpath surfaces that:

Are safe to use by people of all ages and abilities;

Have the lowest practical through-life cost

Are easy to use; and

Are pleasant to use.

The consequences of inadequate maintenance are:

Reduced safety;

Accelerated footpath deterioration and additional consequential costs; and

Lower levels of service.

7.21.2 Maintenance Forecast

Proposed activities and forecast programmes are listed in the following tables. Table 7-90 Forecast 3 Year Expenditure ($000):

WCCode

Description Historical Cost CurrentApproval

Yr. 1 Yr. 2 Yr. 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21NA Footpaths maintenance $$ $$ $$ $$ $$ $$124 Cycle path maintenance $0 $0 $0 $0 $0 $0


WCCode Description 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

NA Footpath mtce $$ $$ $$ $$ $$ $$ $$ $$ $$ $$

124 Cycle path mtce $0 $0 $0 $0 $0 $0 $0 $0 $0 $0



Costs will increase respectively in proportion to the increase in urban road length. This is a reasonable assumption as the Council require new footpaths on all new urban roads

Costs will increase proportionately with the length of new footpath completed by the Council in the previous financial year.

7.21.3 Footpaths Renewals

Generally, the performance of footpaths is related to the presence of tripping-hazards, their smoothness, appearance, and unacceptable ponding of rainwater. Depending on the type of failure, footpath renewal can require either resurfacing the path or its reconstruction. It is expected that most paths will need to be resurfaced at least once before they are reconstructed.

7.21.3.1 Footpath Resurfacing

The annual footpath resurfacing programme is co-ordinated with the kerb and channel replacement programme and with the programmes for stormwater upgrading and water main replacement described in other AMPs.


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265

The life of the bitumen surface of a sealed footpath is approximately 20 to 25 years, depending on the ground and traffic conditions, the number of disturbances there have been to the path over the years and the surfacing material. Resurfacing can extend the life of the path itself, just as resealing extends the life of a seal road.

Footpaths are selected for resurfacing following detailed condition assessment and consideration of the options available. Resurfacing is the preferred method of addressing problems extending over a reasonable length of path. In the hierarchy of choice, it ranks after isolated maintenance and before partial and full reconstruction (see below). Generally sealed resurfacing will be done by placing a hot-mix overlay on the existing path, at its current width. An alternative treatment is a bitumen-slurry seal, which has a similar appearance to hot mix, and is cheaper but has a shorter life. Sealed footpaths will not be resurfaced in chip-seal even if they currently have a chip-seal surface. Unsealed footpaths are resurfaced as required with crushed limestone, or another suitable crushed rock.

7.21.3.2 Footpath Reconstruction

Whether it is made of concrete, bitumen or has an unsealed surface, the life of a footpath is dependent on the supporting capacity of the soil and crushed-metal layers on which it is built. In some cases street trees with aggressive root systems can cause the surface of paths to break up or become significantly ridged and thus present safety problems. The Hurunui District currently has no problems of this type and care is taken to avoid them occurring.

Paths are generally reconstructed in asphaltic concrete (hot-mix), as concrete presents too many difficulties when used to replace existing paths in fully developed residential streets. When unsealed footpaths require complete reconstruction the need for sealed surfacing, and the economics of providing it, will be considered on a case by case basis.

Two different reconstruction techniques are employed, partial and full reconstruction. Partial reconstruction requires removal of the failed surface of the footpath, re-compaction of the base, repair and reconstruction of any failed or soft areas, installation of root-barriers alongside trees where appropriate, and provision of a new hot mix surface. There is no opportunity for realignment of a footpath when partial reconstruction is undertaken.

Full reconstruction is used when a path is so badly deteriorated that it needs to be completely rebuilt, foundations included. Full reconstruction is also the usual technique required when there is a footpath adjacent to a section of kerb and channel that is being replaced. As all the old path is being removed under this method there is opportunity to realign the path, if that is what the residents desire, to re-establish the berm and, where there are no street trees, to establish these as part of the work.

7.21.4 Renewals Forecast


Proposed renewals and forecast programmes are listed in the following tables. Table 7-92 Renewal Activities ($’000)

Asset Type Description Yr. 1 Yr. 2 Yr. 32018/19 2019/20 2020/21

Footpaths Resurfacing $$ $$ $$ Reconstruction $$ $$ $$

Table 7-93 Forecast 3 Year Expenditure ($’000):

WCCode


Yr. 1 Yr. 2 Yr. 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21NA Footpaths renewals $$ $$ $$ $$ $$ $$



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Description 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

FP Renew $$ $$ $$ $$ $$ $$ $$ $$ $$ $$


The long-term renewals requirement for footpaths, combining surfacing and structural renewal requirements and based on expected lives as used in the asset valuation, is shown in the following figures.

Figure 7 28: 30 year Forecast Footpath Renewals

Source: [HDC Rd Value_wRenewals 2016 Final7 - LTFS vC.xlsx]FPath_Surf > $CA$20

Figure 7 29: 100 year Forecast Footpath Renewals

Source: [HDC Rd Value_wRenewals 2016 Final7 - LTFS vC.xlsx]FPath_Surf > $CA$59

7.21.5 New Footpaths and Cycleways

Given the short distances within the urban areas and the little (if any) requests from our ratepayers through the LTP submissions, cycleways have never attracted the attention of officers for consideration. The vast distances between the various township has also detracted from considered rural cycleways.

<<new footpaths; (on-going discussion with various community committees for budgeting)>>


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267

7.21.6 Footpath and Cycleway Disposals

There are no disposal issues associated with this asset group.


D R A F T


268

7.22 Emergency Works and Minor Events Emergency Works involves the response to a defined, major, short-duration natural event (a qualifying event) that has reduced or will reduce customer levels of transport service significantly below those that existed prior to the event and results in unforeseen, significant expenditure.

Minor Events involves the response to minor, short duration, natural events that reduce service levels on part of the transport network.

7.22.1 Event Categories Events are categorised into the following for NZTA funding purposes: Table 7-95 Events Triggering Funding Application

NZTA Work Category

Work activity Description Comment

140 Minor Events Activities that would otherwise qualify as emergency works except that the total cost of the works is less than $100,000 per event

Removal of rocks and slip material from roads and cycleways that have resulted from minor events

Reactive

Repairs to road and cycleway surfaces in response to minor events

Reactive

Reinstatement of network facilities damaged as a result of a minor event

Reactive

141 Emergency Works Any immediate response required for public safety or to provide vital accessand reinstatement of customer levels of transport service

Events of unusually large magnitude or severity for the particular area in which they occur (e.g. annual return period greater than 1 in 10 years)

Reactive

Events that originate from natural, short duration triggering events, including very high intensity rainfall, severe wind, severe drought or seismic events

Reactive

Events which have reduced, or will reduce within a 12 month period, levels of transport service significantly below those that existed prior to the event

Reactive

Events that involve a total cost of $100,000 or more per event

Reactive

The following activities are typically NOT eligible for funding assistance from NZTA:

The effects of scour, degradation, aggradation and land movements that have accumulated over time;

Costs of damage or deficiencies from land movements that have not been triggered by a specific event;

The repair of any damage to work under construction, including within the post-construction maintenance period - this is a charge to the activity under construction and is expected to be covered by the supplier's insurance;

Any damage that is the result of a human intervention or incident, e.g. caused by a vehicle crash or operational activity;

Improvements associated with permanent reinstatement – these are to be assessed and prioritised as improvement activities, separate from the emergency works funding application and, if approved, funded from the appropriate improvement activity class and work category;

Costs to respond to damage that may be caused by qualifying events but to activities that are not eligible for funding from the NLTF, e.g. aesthetic treatments on berms, shoulders, medians and traffic islands; and


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269

Reinstatement of damaged footpaths, other than where the footpath is attached to a section of damaged kerb and channel that requires reinstatement as an emergency works

7.22.2 Organisational Response

The Road Maintenance contractor is required to attend to all emergency work as soon as sites can be made safe and to establish emergency patrols during periods when damage to facilities can be expected. The contractor maintains a system for inspecting at-grade river and stream crossings (fords) closing them as necessary when they are unsafe due to flow in the stream or river and re-opening them when it is safe to do so.

Generally, the Engineer will notify the contractor of a need to carry out emergency works. However, the contractor has the authority to self-start emergency works and is expected to do so if considered necessary, notifying the Engineer as soon as possible. Notification from the Police and emergency services, Council staff, ratepayers, road users, the Council’s after-hours service, or from direct observation are grounds for an emergency response.

In the event of a civil defence emergency declaration responsibility for directing response and the utilisation of resources will be assumed by the Civil Defence Controller, this may be at District, Regional or National levels.

7.22.3 Event Severity

Potential events fall broadly into the following types:

7.22.3.1 Localised Events

These occur randomly throughout the year across the district and a certain volume of work to address the problems caused by these events can be reasonably predicted and included in financial forecasts.

7.22.3.2 District-wide or Catastrophic Localised Events

These are more severe events that occur on long, unpredictable cycles. They will usually fall short of requiring declaration of a Civil Defence Emergency but nevertheless can impose significant cost on the Council. It is generally not feasible or reasonable to budget for these works prior to the event and they are too infrequent to be worthy of an amount in the budgets. The Council budgets for such contingencies “in bulk” and insures against risks where it is possible and economic to do so.

7.22.3.3 Declared Civil-Defence Emergencies and Wide-Spread Events

These are the most severe events that also occur on long, unpredictable cycles. They will usually involve declaration of a Civil Defence Emergency. They will generally impose significant cost on the Council but a significant proportion of these costs are likely to be reimbursed by the Crown. It is generally not feasible or reasonable to budget for these works prior to the event.

The events that cause the need for this type of emergency work include seismic, major snow- or wind-storms, fire, flood, slips, and other such events. The most recent, and very significant event, affecting the District was the 2016 Kaikoura earthquake, for which funding arrangements are in place and are not represented in this Plan.

The Council does not insure major roading structures against loss and damage in such events and insurance to assist in recovery from natural disasters covers utilities only. NZTA does not contribute to insurance costs but does contribute to the cost of restoration works in most circumstances. The financial assistance rate varies according to the impact of the restoration on the Council’s roading budgets.


No forecasts have been prepared for this activity, as costs are only incurred should a qualifying event occur. An allowance of $100,000 pa has been included in the financial programmes.


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7.23 Network and Asset Management This work category provides for the general management and control of the road network and management of the road assets.

Possibly beginning as early as 2018/2019, HDC may manage the maintenance requirements of some DoC roads under their NLTP. Presently, this is being discussed and a formal MOU would be established with payment (separable accounting if different FARs), RAMM capture, CARs, LoS delivery and monitoring/audit, contractor agreement, customer service engagement system, emergency management, etc. documented and agreed.

NZTA funding assistance for qualifying HDC activities includes the following: Table 7-96 Work Activities

NZTA Work Category


151 & 151SPR

Network and asset management

Management of the road network Implementation and operation of road asset management systems (RAMM)

Roughness and condition rating surveys

Traffic counts Bridge inspections and investigations

(incl. bridge postings) Road network inspections and field

validations Road legalisation Professional services

7.23.1 Supervision, Monitoring, Management Surveillance & Quality Assurance

The Council is vigilant in monitoring the performance of its contractors and consultants to ensure that the performance standards defined in contracts are continually achieved. It undertakes monitoring and inspections detailed in Table 7-97 to determine trends and assess performance.

Table 7 97 Network Surveillance and Condition Monitoring

Asset Category Monitoring and Inspections Roads Road Pavement 10% monthly inspection. RAMM rating (rating of a 10% sample) of

100% of the principal road network and 50% of the sealed local road network was carried out annually before 2008. Following publication of Amendment 1 to The NZ Transport Agency’s Programme and Funding Manual RAMM rating is now carried out as follows:

- All sealed roads carrying >= 500 veh/day — rated and annually - 50% of the remaining sealed local road network rated annually so

that all are rated once every two years - The roughness of all sealed roads is measured in conjunction with

RAMM rating. Footpaths Annual inspection of 10% of network

Periodic inspection of 100% of network Drainage Culverts Annual inspection of 100% of network

Kerb and Channel Annual inspection of 10% of network Periodic inspection of 100% of network

Open drains Annual inspection of 10% of network Structures Bridges, Retaining /

Protection Structures Inspection after every major rain event 3-monthly non-structural inspections Detailed structural Inspection every 1-5 years dependent on latest reported condition


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Asset Category Monitoring and Inspections Berms Berms No formal inspection Safety Facilities

Road Markings Annual inspection Guardrails, sight rails, etc. Included in network inspection Street Lights 3-monthly inspections

3-yearly detailed electrical inspection General Twice yearly safety audit:

- 100% strategic/arterial routes - 50% collector routes - 20% local routes Detailed inspection and review of all fatal and some serious crashes

Road Furniture Bollards, Tree Grills, Seating, Rubbish Bins

Included in network inspection

On longer-term engagements, regular audits of contractors’ / consultants’ performances are undertaken to ensure performance standards are being met.

The Council’s contract supervisors have daily, and often hourly, contact with contractors. They:

Keep informed of where the work is being done;

Inspect work on a daily basis resolving any issues on site;

Report to the Engineer on the work being done;

Confirm approved work to the contractor;

Clarify contract issues; and

Have a crucial role in developing and maintaining the partnering approach and relationships essential to the successful management of a long-term road-maintenance contract.

There are many items of work that are done on a cyclic basis, (e.g. kerb and channel cleaning, pothole patching, and mowing), where the location of the work varies from hour to hour. This type of work is observed when a supervisor is in the area at the time. The quality of completed work is noted as part of the general inspection on District roads. Any items of poor work are noted, referred to the Contractor and remedied if necessary, and improvements made to the standard of subsequent work.

All contractors have approved contract quality plans in place for their various maintenance contracts, and comply with recognised and specified quality procedures. The Road Maintenance, Road Marking and Resealing contractors each have ISO 9001 accreditation.

There is no formal quality control done by the Engineer. The daily contact with the contractors and the frequent inspection of the work sites by the contract supervisors ensure that both the Contractor and the Engineer are aware of the work being done and that the specified standard is being achieved.

A formal quality assurance system should be implemented to formalise the quality control that is being done and to enhance overall quality control.

7.23.2 Temporary Traffic Management

The temporary traffic management system uses the RAMM-based “Road Opening Permit” system. The procedures are described in more detail in Part B of the Council’s Road Safety Management System.

The Council uses the NZTA Code of Practice for Temporary Traffic Management, including RCA Forum Local Roads Supplement as the basis for management of traffic at and around worksites. All worksites, whether for Council contracts or for third parties, such as Telecom or adjacent property owners, are required to be controlled by appropriately qualified site traffic management supervisors (STMSs).


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The Council’s Road Safety Management System describes the Council’s delegation of authority for approval of Temporary Traffic Management Plans (TMP) for works on low volume roads (<250 veh/day).

7.23.2.1 Maintenance Contracts

Temporary traffic management is carried out under the various maintenance contracts using approved generic plans in accordance with the Code of Practice for Temporary Traffic Management.

Warrants for temporary speed limits at work sites are submitted with TMP and approved as required under the Council’s delegated authority.

7.23.2.2 Construction Contracts

Specific temporary traffic management plans are submitted and approved for each of the construction contracts. Temporary speed limit warrants are submitted with the temporary traffic management plans and approved as required.

7.23.2.3 Third-party Work in the Road Reserve

Traffic management for work outside of the formal roading contracts is dealt with by engineering staff. This includes traffic management for work by utilities operators, (both underground and overhead), sewer connections, water connections, roadside mowing, hedge trimming, driveway construction, subdivision construction, cycle and athletic events, parades, street fairs, etc.

7.23.2.4 Recording

A record is maintained of all temporary traffic management plans approved by the Council. The records include information on requests for service plans, as the work for each of these requests also requires an approved temporary traffic management plans. The majority of the contractors that carry out work for the utility companies have submitted generic temporary traffic management plans but these must be activated for each project by submitting a simplified ‘activation form’ before work commences.

7.23.3 Crash-Site Management

Periodically the costs of managing a crash site, e.g. debris removal and, additional temporary traffic management, are not met by the emergency services and are not recoverable from those responsible for the crash. When these costs are met by the Council, they are eligible for financial assistance from NZTA. As most crashes in the District are on State Highways, the call on the Council for this type of involvement is small. Currently no funds are budgeted for this involvement.

7.23.4 Requests for Service Plans and Road Openings

The procedures for road openings are described in more detail in Part B of the Council’s Road Safety Management System.

In outline:

Utility Service Providers must inform the Council of all proposed work within the road reserve outside their delegated approval levels.

Property owners must inform the Council of all proposed work within the road reserve if they are doing the work themselves and do not hold an STMS certificate.

A standard service plan request form is used to obtain the details of the work and to inform the contractor or property owner of the requirements for reinstatement, traffic management, etc.

All requests are recorded along with the information on traffic management plans.


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A $50 fee is charged to the public for processing these requests, but utility operators are exempt from this charge. The applicant is responsible for all costs involved with the work including temporary traffic management and reinstatement of the road, footpath or berm.

Having this information held in this way is cost effective while allowing the person responsible to be contacted if there are problems with the work or reinstatement of the Council’s assets, which may not be apparent for many months after the work is completed e.g. subsidence of trenches.


The forecast cost for roading operations over the next three years is shown below.

Note that provision has been included for Activity Management Planning 2018-21 NLTP (WC 003) pending establishment within TIO of that code. Table 7-98 Work Activities ($000)

NZTA Work Category

Work Activity Yr. 1 Yr. 2 Yr. 32018/19 2019/20 2020/21

151 Bridge inspections and investigations $80.0 $30.0 $30.0 TBC

TOTAL


WCCode


Yr. 1 Yr. 2 Yr. 3

2015/16 2016/17 2017/18 2018/19 2019/20 2020/21151 Network and Asset

Management $500.0 $500.0 $500.0 $500.0 $500.0 $500.0

151 NAM – AMP Planning $0.0 $0.0 $0.0 $45.0 $58.6 $73.0


WC 18/19 19/20 20/21 21/22 22/23 23/24 24/25 25/26 26/27 27/28

151 $545.0 $558.6 $573.0 $572.6 $586.9 $601.6 $616.6 $632.0 $647.8 $664.0



Costs will increase in proportion to the increase in road length.

External costs will increase proportionately with sealed road length. External consultants do little work on unsealed roads.

Operations costs for staff are based on the charge-out rate used for recovering costs from NZTA. They include all rental, training, accommodation and vehicle-related costs.

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