Marlborough District Council Roading Assets - Activity Management Plan 2015 - 2018 SECTION 1 EXECUTIVE SUMMARY The Police, in particular, are often critical of the time and substance of the road maintenance emergency response effort however in all other aspects, the current incident response system delivers significant value for money. The current level of service delivers good incident response value and is generally able to limit damage to the road asset and to protect the public from danger within the prescribed time limits. The current system is not able to deliver a fully resourced, immediate response to all levels of emergency due to the structure of the maintenance work day. Meeting a demand for a fully equipped, ready to roll emergency team or teams is generally considered to be beyond the ability and need of a largely rural road network. This level of response would be grown out of the current requirements when required to meet the likes of a local or national civil emergency. There is no ability to reduce the level of service provided. Council, as a road controlling authority, has an obligation to respond to incidents in a timely manner to protect its assets, life and property. The relationship between the various agencies responsible for addressing roading incidents will shape the demand and growth of the road maintenance incident response establishment. The present system falls short of the expectations of some within the emergency hierarchy, however the next logical tier is to have personnel employed on a duty standby roster with access to a significant equipment pool. This level of readiness is very costly and has little relevance in a largely rural road maintenance regime. This option is not considered necessary and is not considered further in this AMP. 1.6.6.4.2 Demand / Growth Demand for incident response is linked with population and tourist growth. A higher demand is potentially generated as the physical numbers of people travelling on the roads increases. 1.6.6.4.3 Cost / Financial / FWP The cost of incident response is managed under the roading contracts and is paid as a lump sum for the initial response and against the provisional sum under dayworks rates for any additional works over and above getting the road open. Where an emergency extends to extensive damage of the network funding under the Emergency category covers the cost. The allowance for incidents, including frost and ice management, is $25,000 per month ($300k per annum). The cost of increasing the ability to respond to incidents by employing a rapid response group consisting of three person teams with light vehicles and first response equipment in each contract area would be in the order of $300,000 per annum before deployment. This level of service is not currently considered necessary as the current response appears acceptable and appropriate. 1.6.6.4.4 Incident Response Issues and Risks The major risk is identified as failure to respond in a timely manner resulting in a poor public relations issue. The current maintenance contract requirements are managing this risk as best able in a cost effective manner. Within the context of managing incident response on the roading asset, a timely reaction to the first call combined with a measured build-up of the resource, coupled to controlled communication to the public, is the most cost beneficial method of addressing an incident and to bringing about a rapid return to normal. 1.6.6.5 Emergency Works The Marlborough road network encompasses a wide variety of topographical, geological and climatic situations. Within these environments there are various assets at risk from natural and accidental damage. The road networks are generally radial and very few have alternative access. This leaves significant population groups isolated when an emergency event closes or restricts a road. The level of emergency response and the urgency of subsequent works is governed by the priority of the route and the requirements of those living beyond the site of the emergency. Some locations and some specific sites have an identifiable risk level. In the main these sites are where there is a potential for under-slipping. These sites are most numerous on the Kenepuru Sound and Port Underwood areas of the network. The significant documents relating to the management of Emergencies in Marlborough are: 30 September 2014 Page 87 of Section 1