Agenda of Rodney Local Board Transport, Infrastructure and Environment Committee

Rodney Local Board Transport, Infrastructure and Environment Committee

16 August 2018

Auckland Transport's Road Safety and Speed Management programme for Rodney Local Board 2018-2021

File No.: CP2018/14442

Te take mō te pūrongo / Purpose of the report

1. To update the Rodney Local Board on Auckland Transport’s (AT) Road Safety and Speed Management Programme.

Whakarāpopototanga matua / Executive summary

2. Auckland has a serious problem with people needlessly dying and being seriously injured on our roads and streets. In 2017, 64 people died on our roads and an additional 749 were seriously injured.

3. Road Safety performance in the Rodney Local Board area has also worsened over the last five years due to various factors. These include economic and population growth, new demands on the unforgiving high speed road network, and growth in people on motorcycles.

4. The Tāmaki Makaurau Road Safety Governance Group (TMRSG) has been established to provide leadership for improving safety and reducing the high number of death and serious injuries (DSi) on the Auckland road network. This group has a strong national and regional mandate to drive safety outcomes and the partners include AT, NZ Police, NZ Transport Agency (NZTA), Accident Compensation Corporation (ACC), Auckland Council (AC), Auckland Regional Public Health (ARPH) and Ministry of Transport (MoT).

5. As AT moves to the Vision Zero approach, it is also proposing an ambitious safety infrastructure acceleration programme estimated to reduce death by serious injury by up to 18 per cent over an initial three year period. It will work closely with its partners to deliver on the Vision Zero goal for Auckland.

6. This follows the New Zealand’s Government’s commitment to deliver a new road safety strategy as outlined in the Government Policy Statement on Land Transport.

7. There is a strong focus on safety at AT. The Board and Executive Leadership Team have recently endorsed an increased three-year investment in road safety engineering, a Speed Management Plan and behaviour change activities to reduce road trauma, including in the Rodney Local Board area. The Auckland Road Safety Capital Programme 2018-28 is a systemic response to improve road safety outcomes and create a more forgiving road network. Investment will be lifted by an additional $550 million over ten years. The Regional Fuel Tax will allow AT to improve a larger number of high-risk intersections and routes by installing roundabouts, red-light cameras, and segregated facilities. The combined impact of these accelerated programmes is estimated to reduce DSI by 60 per cent over ten years from the 2017 baseline, as well as contribute towards additional congestion reduction benefits and increased health and environment benefits. Our aspiration is to move towards zero deaths or serious injuries on Auckland’s roads.

8. One of the fastest and most cost effective ways to reduce road trauma is to implement speed reduction measures. AT is currently working to identify areas and roads around the Auckland region to set lower speed limits. These roads will be added to the Schedule of Speed Limits and drafted into the bylaw. The bylaw will be consulted on Auckland-wide (consultation on the entire programme of works for the Auckland region at a strategic level).

Post-consultation, the bylaw will need to be approved by AT’s Board, after which the new lower speed limits will become legally enforceable.

9. The primary road safety focus areas in the Rodney Local Board area for the next three years include safe intersections and roads, safe speeds, motorcycle safety and sober driving. These areas are will be addressed through a combined annual programme of investment in safety engineering, speed management, education and training of road users and enforcement of safe road user behaviour with NZ Police.

Ngā tūtohunga / Recommendation/s

That the Rodney Local Board Transport, Infrastructure and Environment Committee:

a) receive the report entitled Auckland Transport’s Safety and Speed Management programme for Rodney Local Board 2018-2021.

Horopaki / Context

10. Auckland’s rapid growth has resulted in a number challenges including housing, transport and public health. The recent increase in road trauma is both a transport and public health issue for the region with significant economic costs.

11. Auckland Transport’s (AT) long-term Vision Zero goal is about being more people-centered and emphasises that no loss of life on our road network is acceptable. Road designers and operators need to take greater responsibility for preventing road trauma.

12. The Vision Zero approach also accepts that road users are people who make mistakes and therefore all parts of the transport system need to be strengthened through a safe road environment, safe speeds, safe vehicles and safe road use, so that when mistakes occur, it does not lead to people dying or being seriously injured.

13. Speed management is a central part of the Vision Zero approach for reducing speeds to survivable levels for road users, particularly on unforgiving rural roads and in urban streets where there are large numbers of vulnerable road users. For individuals, the risks of a severe crash might seem small, but from a societal point of view there are substantial safety gains from reducing average speeds on streets.

14. Speed management is a low-cost area-wide treatment that will deliver substantial savings including reduced deaths and serious injuries, increased walking, cycling and public transport use, and increased public health benefits. Speed is currently responsible for 30 per cent of all road deaths and serious injuries, and small reductions in average speeds of 1 per cent or a few kilometres per hour can reduce the risk and severity of crashes by up to 4 per cent (Speed and Crash Risk, ITF, 2018).

15. Speed determines both the likelihood of a crash occurring and the severity of the outcome. Regardless of what causes a crash, whether someone walks away or is carried away will depend on the speed vehicles are travelling. For example if hit by a vehicle travelling at 30km/hr, a person walking has a 90 per cent chance of surviving when compared with only a 20 per cent chance of surviving when hit at 50km/h. Head-on collisions between two vehicles are survivable for occupants at 70km/h and single vehicle versus roadside objects are survivable for occupants at 60 km/h. Speed also determines the braking or stopping distance and the time it takes for the driver to react to take evasive measures. A small increase in travel speed corresponds to a relatively large change in stopping distance. The higher the speed the longer the braking or stopping time.

16. AT and its partners have a Road Safety Action Plan (RSAP) in place that identifies key actions from partners for addressing Road Safety Focus Areas in the Rodney Local Board area (see below), including speed management. The RSAP is developed collaboratively by AT, New Zealand Police (NZ Police), Accident Compensation Corporation (ACC) and New Zealand Transport Agency (NZTA). It covers the NZ Police districts of Auckland City, Waitematā and Counties Manukau. The document is updated quarterly and a new one for the current financial year is being developed.

17. AT is investing in an ambitious road safety programme including safety engineering, speed management and behaviour change over the next ten years that will contribute towards a 60 per cent reduction in road trauma across Auckland.

Tātaritanga me ngā tohutohu / Analysis and advice

18. Auckland’s death and serious injury (DSi) rates have increased by 67 per cent from 486 in 2013 to 813 in 2017 as outlined in the table below.

Auckland Region	2013	2014	2015	2016	2017
Deaths	48	36	52	46	64
Serious injuries	438	447	568	618	749

19. Rodney Local Board road deaths and serious injuries (DSi) have increased 107 per cent from 2013 to 2017 and made up 12 per cent of Auckland’s total DSi in 2017. Rodney Local Board had the highest level of DSi among all local boards in 2017 and the fifth highest rate of serious road injuries per capita, out of all local boards in 2016.

20. In the Rodney Local Board area 28 per cent of all DSi involved vulnerable road users, the majority of which are motorcycles.

21. AT’s Road Safety Action Plan for 2018/2019covers the Rodney Local Board area. Below is an excerpt from the action plan showing five-year DSi trends from 2013 to 2017 for the Rodney Local Board area. The primary safety intervention measures include aspects from the Safe Systems approach: improving the safety of the roads and intersections, improving safety for motorcycle users, speed management, alcohol/drugged driving prevention, young driver safety and Maori (shaded in red in the table below). Please note that DSi Focus Areas overlap i.e. one DSi can appear in multiple focus areas.

Road Safety Focus Areas for Rodney 2018/19
Focus areas Five year Road Death and Serious Injury (DSi) trend Interventions
Increase Focus	Safe System Management	2013	2014	2015	2016	2017	Total	Waitematā Police Road Safety Action Plan.


	Safe Intersections	3	10	9	16	22	60	Safety engineering, enforcement and campaigns.
	Rural Roads	39	59	57	82	80	317	Safety engineering, enforcement and campaigns.
	Pedestrian Safety	1	5	3	3	2	14	Travelwise schools, walking school bus routes, safe crossings and Safer communities.
	Motorcycle Safety	9	18	9	21	27	84	Safety engineering, checkpoints, enforcement and campaigns.
	Safe Speed	9	16	27	19	23	94	Speed management, education and enforcement campaigns.
Maintain Focus	Alcohol/Drugged Driving	8	12	14	17	26	77	Education and enforcement campaigns.
	Young Drivers	3	7	10	8	12	40	Young driver training, education and enforcement campaigns.
	Cycle Safety	1	2	1	0	0	4	School cycle training.
Emerging Focus	Restraints	2	3	7	11	7	30	Restraint education and enforcement, including child restraints.
	Older Road Users	2	3	5	6	4	20	Development of a 2018-21 programme.
	Distraction and Fatigue	12	12	12	10	16	62	Safe travel stop education and enforcement campaigns.
	Maori	6	10	8	13	9	46	Marae-based learner license workshops, speed management Hui.

22. The table also highlights how AT and its partners combine their resources and programmes to address high-risk areas and road user groups through a combination of safety engineering, speed management, education, training and enforcement activities. While a majority of these activities are planned, the action plan is revised quarterly to be more responsive to emerging trends.

23. Road crashes are investigated by NZ Police and then mapped by NZTA across the Rodney Local Board. The map highlights Rodney fatal and serious crashes from 2013 to 2017 where the majority were midblock (not at intersections) crashes on bends.

24. Road death and serious injury locations are also analysed to identify high-risk intersections and routes that have a high collective crash–risk (number of DSi per km or intersection) and personal crash-risk (rate of DSi per vehicle kilometres travelled). This methodology identifies a small percentage of the network carrying a large percentage of the road trauma.

25. Within the Rodney Local Board boundaries there are six high-risk routes and seven high-risk intersections and (based on 2012 to 2016 data), as outlined in the two tables below. Five of the high-risk routes are also high-risk for motorcycles. A number of high-risk locations have speed limits of 100kph.

High risk routes in the Rodney Local Board area Ranked in the top 100 high risk routes in the Auckland Region (2012-2016 data)
Regional Ranking	Route Name	Speed Zone	Collective Crash Risk	Motorcycle Collective Crash Risk
-	State Highway 1 (two sections)	100/80	High	High
-	State Highway 16 (two sections)	100	Medium-High	High
13	Old North Road	80	High	High
25 and 43	Dairy Flat Highway (two sections)	100	High	Low
42 and 87	Coatesville Riverhead Highway	80	Medium High	High
67	Kahikatea Flat Road	100	Medium High	High

High risk intersections in the Rodney Local Board area Ranked in the top 100 high risk intersections in the Auckland Region (2012-2016 data)
Regional Ranking	Intersection Location	Speed Zone	^{^[1]}Collective Crash Risk	Motorcycle Collective Crash Risk
21	Old North Road / Old Railway Drive	80	High	Medium
29	Coatesville-Riverhead / Dairy Flat Highways	80	High	Low
35	*Puhoi Road / State Highway 1	80 (was 100)	High	Medium High
36	Wilks Road / Dairy Flat Highway	100	High	Medium
43	*Wayby Station Road / State Highway 1	80 (was 100)	High	Low
70	South Head Road / Green Road	100	High	Low
76	Coatesville-Riverhead / State Highway 16	80	Medium High	Medium High

*Intersection has received safety improvements in the last two years.

26. AT has embarked on a bold programme to reduce the incidence of death and serious injury by 60 per cent in a 10-year period. The initial three-year target is to reduce the incidence of death and serious injury by up to 18 per cent from the 2018/2019 financial year.

27. The tables below highlight some of the engineering improvements, speed management changes, and behaviour change activities that will be delivered in the Rodney Local Board area in 2018/2019 as part of the 2018-2021 AT programme.

Safety engineering at high-risk intersections 2018-19
Old North Road/Old Railway Road	New signage and road markings installed are showing initial positive results – will continue to monitor.
Coatesville Riverhead/Dairy Flat	New roundabout in detailed design, programmed for installation summer 18-19 – high risk intersection signs have recently been installed.
Wilks Road/Dairy Flat	Being investigated as part of the Dairy Flat route improvements.

Other safety improvement projects 2018-19
Mass action treatment ^{^[2]}across large area (list can be provided)	Signage and delineation improvement.
SH1 / Elizabeth Street / Hill Street / Sandspit Road	Installation of signals on left-turn slip lane from SH1 to Matakana Road, and additional pedestrian cross-walk on Matakana Road to lower speeds on traffic moving through this intersection.
Station Road	Loss of control site investigation for mass action measures.
Dairy Flat Highway	Route investigation into safety concerns

Pedestrian safety and shared path network expansion 2018-19
School Road, Warkworth	Zebra crossing upgrade.
Parkhurst Road, Parakai	Zebra crossing upgrade.
Matakana Road	Footpath investigation. Matakana from opposite. No. 936 to existing footpath at No. 951.
SH16 / Matua Road	Investigating signalisation to address pedestrian connectivity and safe turning movements.
Coatesville Riverhead Highway	Pedestrian desire line. Zebra crossing installed to address desire line for pedestrians from Riverhead School and the shops in the vicinity of 1040 Coatesville Riverhead Highway (construction underway June 2018).
Matakana Road	Pedestrian desire line. Zebra crossing being investigated for Matakana School and overflow carpark for Matakana Markets.

Speed management investigations 2018-19
Wilson Road, Hepburn Creek Road, Edwards Road, Hodgart Road, Matakana Valley Road, Govan Wilson Road, Smith Road, Takatu Road, Whitmore Road, Buckleton Road, Dairyflat Highway, Baddeleys Beach Road, Clinton Road, Kookaburra Drive	Speed management investigations.

Road safety and school travel behaviour activities 2018-19

20 active Travelwise school programmes and eight active walking school buses, along with re-engaging inactive Travelwise schools and walking school bus routes.

School cycle training and bikes in schools.

Young driver programme.

Safe travel stops during long weekends.

Safe speed awareness campaign.

Drive drink free campaign and compulsory breath resting operations with NZ Police.

Safety belt promotion and child restraint checkpoints with NZ Police.

Motorcycle campaign.

28. Speed has an impact on both the likelihood of a crash occurring and the severity of injury, should a crash occur.

29. Therefore, one of the fastest and most cost effective ways to reduce road trauma is to implement speed reduction measures. Research shows that there is a very strong relationship between speed and road safety. It is difficult to think of any other risk factor that has a more powerful impact on crashes or injuries than speed.

30. A Vision Zero or Safe System speed is defined as the maximum survivable speed upon impact where the chance of death is less than 10 per cent.

31. Speeds of 30 km/h are the maximum any vulnerable or unprotected road user (pedestrians and people on bikes) can withstand without sustaining death of serious injuries. Although this speed is common on local roads in Europe, it is uncommon in New Zealand.

32. Speeds over 50 km/h dramatically increases the chances of death and serious injury in the event of a crash between two vehicles at an intersection.

33. Speeds over 60km/h dramatically increase the chance of death and serious injury for vehicle occupants when the vehicle leaves the road and impacts on roadside objects, and speeds over 70km/h on un-divided roads dramatically increase the chances of death and serious injury for vehicle occupants between two vehicles impacting head-on.

34. Many people fear that reducing the speed limit in urban areas will dramatically increase journey times. However, research shows that lower speed limits only marginally increased journey times. An NZTA study tracked travel times along six different routes in New Zealand. It found that when driving at the maximum posted speed limit wherever possible, drivers arrived at their destination as little as 1.08 minutes faster than when they drove 10km/h slower.

Tauākī whakaaweawe Māori / Māori impact statement

35. AT is committed to meeting its responsibilities under Te Tiriti o Waitangi, and its broader legal obligations in being more responsible or effective to Māori.

36. Māori residents in Auckland experience a much higher risk of road traffic injury than other ethnicities, at all age groups.

37. Māori are also over-represented in road deaths and serious injuries related to speed, making up 22 per cent of all speed-related DSi.

38. The Te Ara Haepapa Road Safety programme is AT’s response to reduce death and serious injuries involving Māori and Rangatahi Māori. The programme is intended to focus delivery through whānau, hapū, iwi, and marae, kohanga reo, kura kaupapa Māori and Māori communities.

39. Rodney Local Board area has seen an upward trend in Māori-related DSi and some Māori communities will be engaged with the Te Ara Haepapa Road Safety programme.

Ngā ritenga ā-pūtea / Financial implications

40. There are no financial implications for the local board.

Ngā raru tūpono / Risks

41. There are no risks for the local board.

Ngā koringa ā-muri / Next steps

42. AT welcomes input from the Rodney Local Board to help address the road safety challenge that is generating such a significant burden on road users and their families.

43. Getting aligned with our partners and stakeholders (Local Boards, Councillors, Ministers, Ministry of Transport (MoT), NZ Transport Agency, NZ Police, Automobile Association (AA), Walk Auckland, Bike Auckland, Road Freight Association to name a few) is imperative for the success of the AT road safety and speed management programme in the Rodney Local Board area.

44. Aucklanders and local boards have indicated their support for an increased road safety and speed management programme in the recent Regional Land Transport Programme (RLTP) consultation, to help address Auckland’s concerning increase in road trauma.

45. The RLTP has committed to investing in an accelerated speed management programme, of which the first year will include treatment on 800km of the network. This will require expedient delivery by AT and a more efficient process for changing speed limits.

46. Reducing speed limits is a sensitive topic, with expectations from some stakeholders that AT should deliver rapid changes to speed limits across Auckland, while others in the community may not like the speed limit reductions and speed calming measures. For individuals, the risks of a severe crash might seem small, but from a societal point of view there are substantial safety gains from reducing average speeds on streets.

47. AT will do this by talking about the unacceptable loss of human life and focus on road safety with our communities, stakeholders and the media.

48. This will include running a publicity awareness campaign followed by a consultation process on the Speed Limit Bylaw. AT looks forward to working closely with local boards to empower them to be our advocates in the communities they serve. The campaign will aim to change the road safety conversation by educating Aucklanders that lower speeds provide survivable crash outcomes as well as enabling our kids to walk and cycle to school, a more liveable streets environment, and many health and environmental benefits.

49. Before and during the awareness campaign, AT will engage with our key stakeholders (NZTA, NZ Police, AA) to identify roads that will be affected by the speed limit changes.

50. The bylaw will be consulted on Auckland-wide (consultation on the entire programme of works for the Auckland region at a strategic level). Due to the urgent imperative to reduce, the number of deaths and serious injuries AT will in many cases not consult on each individual element of the safety improvement plan.

51. Once the bylaw has been approved by AT’s board, then the speed limits become legally enforceable. AT will continue to discuss in partnership with local boards on all safety and speed limit changes in their area.

Ngā tāpirihanga / Attachments

No.	Title	Page
a ⇩	Speed Safety Presentation	19

Ngā kaihaina / Signatories

Authors

Andrew Bell, Strategy and Performance Team Leader, Auckland Transport

Michael Brown, Road Safety Engineering Team Leader, Auckland Transport

Authoriser

Randhir Karma, Group Manager Network Management and Safety, Auckland Transport

Rodney Local Board Transport, Infrastructure and Environment Committee

16 August 2018

New road name in the Fulton Hogan Land Development Limited subdivision at 17 Old Pine Valley Road, Silverdale

File No.: CP2018/14199

Te take mō te pūrongo / Purpose of the report

1. To seek approval from the Rodney Local Board for the extension of a road name in the Fulton Hogan Land Development Limited subdivision at 17 Old Pine Valley Road, Silverdale.

Whakarāpopototanga matua / Executive summary

2. Auckland Council has Road Naming Guidelines that set out the requirements and criteria of the council for proposed road names. These requirements and criteria have been applied in this situation to ensure consistency of road naming across the Auckland Region.

3. The applicant, Fulton Hogan Land Development Limited, has requested the following name for the upgraded and extended road to become a central feeder from the eastern end of the development in the new Milldale subdivision at 17 Old Pine Valley Road, Silverdale:

*Preferred Name*	*Meaning*
Sidwell Road	A prominent name of an early settler family

4. No alternative names were provided.

Ngā tūtohunga / Recommendation/s

That the Rodney Local Board Transport, Infrastructure and Environment Committee:

a) approve the road name of Sidwell Road for the upgraded and extended feeder road in the new Milldale subdivision at 17 Old Pine Valley Road, Silverdale, in accordance with section 319(1)(j) of the Local Government Act 1974 and as referenced in Attachment A to the agenda report.

Horopaki / Context

5. The staged subdivision at Silverdale has been approved and the council reference is BUN60313354.

6. A condition of the subdivision consent was to suggest to council names for the new roads. At this time, only this feeder road is being named.

Tātaritanga me ngā tohutohu / Analysis and advice

7. The Auckland Council Road Naming Guidelines allow that where a new road needs to be named as a result of a subdivision or development, the subdivider/developer shall be given the opportunity of suggesting their preferred new road name/s for the local board’s approval.

8. Auckland Council’s road naming criteria typically require that road names reflect:

- A historical or ancestral linkage to an area

- A particular landscape, environment or biodiversity theme or feature; or

- An existing (or introduced) thematic identity in the area.

9. The applicant’s preferred names for the upgraded and extended feeder road is Sidwell Road which is named after the Sidwell family who lived in the area in the early twentieth century.

10. The applicant has not consulted iwi as this is an existing approved name being used for the extension of Sidwell Road.

11. Land Information New Zealand has previously confirmed that the road name is unique and acceptable.

12. The applicant has supplied an overview and background for the Milldale subdivision as referenced in Attachment C.

13. The proposed name is deemed to meet the council’s road naming guidelines and the officer’s recommendation is to approve the proposed name.

Ngā whakaaweawe ā-rohe me ngā tirohanga a te poari ā-rohe /
Local impacts and local board views

14. The decision sought for this report does not trigger the significance policy and is not considered to have any immediate impacts on the community.

Tauākī whakaaweawe Māori / Māori impact statement

15. The applicant has not consulted with local iwi as this is an existing named road being extended.

Ngā ritenga ā-pūtea / Financial implications

16. The applicant has responsibility for ensuring that appropriate signage will be installed accordingly once approval is obtained for the new road name.

Ngā raru tūpono / Risks

17. There are no significant risks to council as road naming is a routine part of the subdivision development process with consultation being a key part of the process.

Ngā koringa ā-muri / Next steps

18. Approved road names are notified to Land Information New Zealand who records them on their New Zealand wide land information database which includes street addresses issued by councils.

Ngā tāpirihanga / Attachments

No.	Title	Page
a ⇩	Sidwell Road Scheme Plan	31
b ⇩	Sidwell Road Locality map	33
c ⇩	Milldale road names - Overview and Stage 1	35

Ngā kaihaina / Signatories

Author

Frank Lovering, Senior Subdivision Advisor, Orewa

Authorisers

Ian Smallburn - General Manager Resource Consents

Lesley Jenkins - Relationship Manager

Rodney Local Board Transport, Infrastructure and Environment Committee

16 August 2018

New road name in the Jenny Murray subdivision at 836 Ridge Road, Riverhead

File No.: CP2018/14200

Te take mō te pūrongo / Purpose of the report

1. To seek approval from the Rodney Local Board for a new road name in the Jenny Murray subdivision at 836 Ridge Road, Riverhead.

Whakarāpopototanga matua / Executive summary

3. The applicant, Jenny Murray, has submitted the following preferred name for the right of way serving the new subdivision at 836 Ridge Road, Riverhead.

*Preferred Name*	*Meaning*
Fernielea Park Drive	Name of district pre 1926 and name of the development

4. No acceptable alternative names were provided.

Ngā tūtohunga / Recommendation/s

That the Rodney Local Board Transport, Infrastructure and Environment Committee:

a) approve the new road name of Fernielea Park Drive for the Jenny Murray subdivision at 836 Ridge Road, Riverhead, in accordance with section 319(1)(j) of the Local Government Act 1974 and as referenced in Attachment A to the agenda report.

Horopaki / Context

5. The subdivision into four rural - residential sites at Riverhead has been approved and the council reference is SUB60314686.

6. A condition of the subdivision consent was to suggest to council names for the new road.

Tātaritanga me ngā tohutohu / Analysis and advice

8. Auckland Council’s road naming criteria typically require that road names reflect:

- A historical or ancestral linkage to an area

- A particular landscape, environment or biodiversity theme or feature; or

- An existing (or introduced) thematic identity in the area.

8. The applicant’s preferred name for the right of way is Fernielea Park Drive after the historical name of the district pre 1926 and the name of the current development.

9. The applicant has contacted Nga Maunga Whakahii o Kaipara who didn’t comment on the developer’s chosen name but wished to submit a suggestion for consideration. Iwi offered Awa Rangi Drive which translates to celestial waters. Land Information NZ has not accepted this option as it is not unique. Iwi was again contacted to allow another opportunity to suggest a further name but after one month no reply has been received.

10. The officer acknowledges that where possible the use of Maori names is encouraged in the Auckland Plan. In this instance, there is not an acceptable alternative provided and iwi were not opposed to the developer’s choice of name.

11. Land Information New Zealand has confirmed that the proposed road name is unique and acceptable.

12. The proposed name is deemed to meet the council’s road naming guidelines and the officer’s recommendation is to approve the proposed name.

Ngā whakaaweawe ā-rohe me ngā tirohanga a te poari ā-rohe /
Local impacts and local board views

13. The decision sought for this report does not trigger the significance policy and is not considered to have any immediate impacts on the community.

Tauākī whakaaweawe Māori / Māori impact statement

14. The applicant has consulted with local iwi, who has not objected to Fernielea Park Drive and suggested an alternative which has been found unacceptable by Land Information NZ. A further opportunity was given to iwi to suggest another name but no reply has been received.

Ngā ritenga ā-pūtea / Financial implications

15. The applicant has responsibility for ensuring that appropriate signage will be installed accordingly once approval is obtained for the new road name.

Ngā raru tūpono / Risks

16. There are no significant risks to council as road naming is a routine part of the subdivision development process with consultation being a key part of the process.

Ngā koringa ā-muri / Next steps

17. Approved road names are notified to Land Information New Zealand who records them on their New Zealand wide land information database which includes street addresses issued by councils.

Ngā tāpirihanga / Attachments

No.	Title	Page
a ⇩	Fernielea Park Drive Scheme Plan	49
b ⇩	Fernielea Park Drive Locality Map	51

Ngā kaihaina / Signatories

Author

Frank Lovering – Seniior Subdivision Advisor , Orewa

Authorisers

Ian Smallburn - General Manager Resource Consents

Lesley Jenkins - Relationship Manager

No.	Title	Page
a ⇩	Deputation/Public Forum Update	55

No.	Title	Page
a ⇩	Workshop Record 28 June 2018	59
b ⇩	Workshop Record 26 July 2018	63

[1] Collective Crash Risk = total number of fatal and serious crashes or estimated deaths and serious injuries within 50 metres of an intersection or within one kilometre of a corridor in a five-year crash period

[2] Mass action treatment is an introduction of a new safety standard that is cost effective and is quickly implementable. It includes constructing engineering infrastructure like raised pedestrian crossings, signs, removal of slip lanes, etc.) across a large area that potentially reduces or removes threats to all users.

Chairperson	Cameron Brewer
Deputy Chairperson	Louise Johnston
Members	Brent Bailey
	Tessa Berger
	Beth Houlbrooke
	Phelan Pirrie
	Allison Roe, MBE
	Colin Smith
	Brenda Steele

Author	Robyn Joynes - Local Board Democracy Advisor
Authoriser	Lesley Jenkins - Relationship Manager