ordinary meeting agenda - shire of quilpie · ordinary meeting agenda ... the agenda for the...

ORDINARY MEETING AGENDA

Friday 5 August 2016

commencing at 9:30am

Quilpie Shire Council Boardroom 50 Brolga Street Quilpie

Ordinary Meeting of Council

29 July 2016

The Mayor and Council Members

Quilpie Shire Council

QUILPIE QLD 4480

Dear Members

Notice is hereby given that a Pre Meeting Briefing will be held at the Council Boardroom, on Friday, 5

August 2016, commencing at 8:30am.

Notice is also hereby given that an Ordinary Meeting of the Quilpie Shire Council will be held at the

Council Chambers, on Friday, 5 August 2016, commencing at 9:30am.

The agenda for the ordinary meeting is attached for your information

Yours faithfully

Dave Burges

Chief Executive Officer

1 OPENING OF MEETING ..................................................................................................................................... 1

2 PRESENT ........................................................................................................................................................... 1

3 APOLOGIES ....................................................................................................................................................... 1

4 CONDOLENCES ................................................................................................................................................. 1

5 RECEIVING AND CONFIRMATION OF MINUTES ............................................................................................... 1

(08/16) – ORDINARY MEETING OF QSC HELD FRIDAY 8 JULY 2016 ........................................................................ 1 5.1

(08/16) – SPECIAL MEETING OF QSC HELD FRIDAY 8 JULY 2016 .............................................................................1 5.2

6 MAYORAL REPORT ..........................................................................................................................................69

7 STATUS REPORTS ........................................................................................................................................... 69

(05/16) – ENGINEERING SERVICES STATUS REPORT ............................................................................................ 69 7.1

(05/16) – CORPORATE AND COMMUNITY SERVICES STATUS REPORT ..................................................................... 697.2

(05/16) – FINANCIAL SERVICES STATUS REPORT................................................................................................. 697.3

(05/16) – GOVERNANCE STATUS REPORT ......................................................................................................... 697.4

8 ENGINEERING SERVICES ................................................................................................................................. 70

(08/16) – TRANSPORT AND TOURISM CONNECTIONS PROGRAM ........................................................................... 708.1

9 CORPORATE AND COMMUNITY SERVICES ..................................................................................................... 72

(08/16) – COMMUNITY GRANTS ROUND 1 2016-17 ......................................................................................... 72 9.1

10 FINANCE ......................................................................................................................................................... 80

(08/16) – FINANCIAL SERVICES REPORT ...................................................................................................... 80 10.1

(08/16) – 2015-16 ASSET VALUATIONS .................................................................................................... 80 10.2

11 GOVERNANCE .................................................................................................................................................92

(08/16) – IQ-RAP WORKING GROUP REQUEST FOR FUNDING ASSISTANCE ...................................................... 92 11.1

(08/16) – TRANSPORT SERVICES ASSET MANAGEMENT PLAN ......................................................................... 97 11.2

(08/16) – ADOPTION OF LOCAL DISASTER MANAGEMENT PLAN .....................................................................16111.3

(08/16) – CALL FOR MOTIONS ANNUAL CONFERENCE ..................................................................................16311.4

(08/16) – 2016 CHRISTMAS SHUTDOWN ..................................................................................................164 11.5

(08/16) – EROMANGA COMMUNITY DEVELOPMENT FUNDS – REQUEST FROM OGF ..........................................16611.6

ORDINARY MEETING OF COUNCIL

AGENDA

Friday 5 August 2016 Quilpie Shire Council Boardroom

TABLE OF CONTENTS

12 CONFIDENTIAL ............................................................................................................................................... 172

(08/16) – APPLICATION FOR MINING CLAIM NO. 300110 ............................................................................ 17212.1

13 LATE CONFIDENTIAL ITEMS ............................................................................................................................ 173

14 LATE ITEMS ......................................................................................................................................................173

15 GENERAL BUSINESS .........................................................................................................................................173

16 MEETING DATES ..............................................................................................................................................173

1 OPENING OF MEETING

The Mayor declared the meeting open at ____________

2 PRESENT

3 APOLOGIES

4 CONDOLENCES

5 RECEIVING AND CONFIRMATION OF MINUTES

(08/16) – Ordinary Meeting of QSC held Friday 8 July 2016 5.1

IX: 104506

Author: Chief Executive Officer, Dave Burges

Minutes of the Ordinary Meeting of Quilpie Shire Council held in the Council Boardroom, 50 Brolga

Street Quilpie on Friday, 8 July 2016.

Attachment:

Minutes of the Ordinary Meeting of Quilpie Shire Council held on Friday, 8 July 2016

Recommendation:

That the minutes of the Ordinary Meeting of Quilpie Shire Council held on Friday, 8 July 2016 are

taken as read and confirmed as an accurate record of proceedings.

(08/16) – Special Meeting of QSC held Friday 8 July 2016 5.2

IX: 104505


Minutes of the Special Meeting of Quilpie Shire Council held in the Council Boardroom, 50 Brolga

Street Quilpie on Friday, 8 July 2016.

Attachment:

Minutes of the Special Meeting of Quilpie Shire Council held on Friday, 8 July 2016

Recommendation:

That the minutes of the Special Budget Meeting of Quilpie Shire Council held on Friday, 8 July 2016

are taken as read and confirmed as an accurate record of proceedings.

1| Page Ordinary Meeting of Council 05 August 2016

6 MAYORAL REPORT

7 STATUS REPORTS

(05/16) – Engineering Services Status Report 7.1

(05/16) – Corporate and Community Services Status Report 7.2

(05/16) – Financial Services Status Report 7.3

(05/16) – Governance Status Report 7.4


Strategic Decision Reports Engineering Services

__________________________________________________________________________________

8 ENGINEERING SERVICES

(08/16) – Transport and Tourism Connections Program 8.1

IX: 105417


8.1.1 PURPOSE:

The purpose of this report is to provide Council with information on a new funding program announced by the State government. The Transport and Tourism Connection (TCC) program will provide funding in 2016-17 and 2017-18.

8.1.2 POLICY/LEGISLATION:

Not applicable

8.1.3 CORPORATE PLAN:

I.2.v Ensure critical infrastructure and services are provided and adequately maintained

8.1.4 RECOMMENDATION:

For discussion

8.1.5 BACKGROUND:

The fund was setup to provide financial support for state, local government and private sectors to work together to provide infrastructure to help the transport system to connect tourism experiences.

TCC has a total allocation of $10 million - $3 million in 2016-17 and $7 million in 2017-18. In summary:

- sites will be focused on Queensland's strategic Drive Tourism routes or high-trafficked regional tourist routes

- nominations for sites on local government-controlled roads will be managed under established Regional Roads and Transport Groups (RRTG) processes and will require RRTG endorsement to progress

- funding of sites on local government-controlled roads will be on a 50:50 ratio state to local government funding basis

- nominations are due to the local Department of Transport and Main Roads' Regional Director by the end of October 2016. An approved program is currently expected to be finalised by the end of January 2017

8.1.6 DISCUSSION:

Council could consider making a submission for several sites, namely Hell Hole National Park access and the Eromanga Natural History Museum access.

Council has programmed a $1M project on Mt Margaret Road for 2018/19 with 50% of that provided under the Transport Infrastructure Development Scheme (TIDS). It would normally be possible to


bring some of that forward to use as the matching funding for a project associated with the Eromanga Natural History Museum.

No works are currently identified for Hell Hole Gorge Road on the 10 year capital works program.

8.1.7 FINANCIAL:

Council will be required to match the funding on a 50 / 50 basis.

8.1.8 CONSULTATION:

Not applicable

8.1.9 ATTACHMENTS:

Not applicable


Strategic Decision Reports Corporate and Community Services

__________________________________________________________________________________

9 CORPORATE AND COMMUNITY SERVICES

(08/16) – Community Grants Round 1 2016-17 9.1

IX: 105368


9.1.1 PURPOSE:

The purpose of this report is for Council to consider applications made under round 1 of the Community Grant Program.


Local Government Act 2009

Local Government Regulation 2012

C.01 Community Grant Policy

G.01-A Community Grant Procedure


C.5.v Provide a Community Grant Program


That Council agree to fund the following applications as part of the Quilpie Shire Community Grant

Program for 2016-2017 Round 1:

Type of Assistance

Name of Organisation

Funding Approved

What For

Community Organisations Assistance

St Finbarr’s Parish

$..... Painting of St Finbarr’s Church for the 40th

Anniversary and the installation of railings


Anglican Parish of Quilpie – St Matthews

$..... Paint the interior of St Matthews Anglican Church


Quilpie Club Inc $..... Renew the ceiling in the club building


ICPA Quilpie Branch

$..... Assistance towards a swim, music and arts camp for 4 – 15 year olds


Quilpie Diggers race Club

$..... Assistance with the Pride of the West event and funding towards …..


Quilpie Polocrosse Club

$..... Hire of equipment to prepare the polocrosse grounds for the annual carnival



Quilpie Lawn Bowlers

$..... Prizes and catering for the annual Quilpie Open


Quilpie Golf Club $..... Prizes for the annual Claypan Classic Open weekend


Quilpie & District Show Society

$..... Fireworks and entertainment for the annual show


Quilpie Junior Rugby League

$..... To purchase headgear and match balls

Business Assistance

Great Western Electrical

$..... Data and communications licenses and endorsements

Business Assistance

Beauty by Tiffani $..... Acrylic nail technology course

Sponsorship Channel Country Ladies Day

$..... The sponsorship money will be spent on bringing guest speakers and service providers (eg health nurses) to the event.

Sponsorship Travis Baker $..... Assistance to attend events

9.1.5 BACKGROUND:

Council’s Community Grant Program is intended to provide a structure for making grants to community

organisations, which is open, transparent, legal and equitable. It is intended that grants, gifts and

concessions to community organisations are provided in an equitable and accountable manner and

produce the benefits towards which they are aimed.

Quilpie Shire Community Grant Program provides in-kind support by provision of goods or services, a

waiver of fees etc and financial support through direct cash donation to an organisation as well as

sponsorship.

The Community Grant Program covers the following areas:


- Direct cash contributions

- Provision of assets

- Concessions

- In-kind support using Council resources

Business Assistance

- Support for staff training, development, study or apprenticeship

Sponsorship

- Sponsorship of an event or program


Program Priorities

The identified priorities for funding under this program are:

- To assist a community organisation where there is a genuine need or hardship preventing them from operating or undertaking core activities.

- To enhance existing events or programs to increase the benefits to the community - To enhance economic development and skills base in the Shire - To develop open spaces and sport and recreation facilities within the Shire - To promote active participation from a range of community sectors such as youth, aged, family,

urban, rural etc. -

9.1.6 DISCUSSION:

Round 1 for the 2016-2017 year has been advertised with applications closing on Wednesday 20 July

2016.

A total of fourteen applications across the various categories were received by the closing date and details of these are provided in Attachment A.

9.1.7 FINANCIAL:

As detailed in Attachment A and summarised in Table 1.

Budget $45,000

Community Organisations Assistance $30,000

Round 1 Applicants – Financial Assistance $30,981

Round 1 Applicants – In-Kind Assistance (approx.) $4,305

Remaining -$5,286

Business Assistance $10,000

Round 1 Applicants $4,300

Remaining $5,700

Sponsorship $5,000

Round 1 Applicants $12,500

Remaining -$7,500

TABLE 1: FINANCIAL SUMMARY

COMMUNITY GRANTS PROGRAM

Community Organisation Assistance

Direct cash contribution

Provision of assets

Concessions (eg facility hire)

In-kind support using Council

resources

Business Assistance

Support for staff training,

development, study or

apprenticeship

Sponsorship

Sponsorship of an event or

program


9.1.8 CONSULTATION:

Round 1 was advertised on 14 June 2016.

9.1.9 ATTACHMENTS:

Attachment A: Round 1 Application Details


Attachment A: Round 1 Application Details

Type of Assistance


Project Total Cost

Funding Requested (Financial)

Funding Requested (In-kind)

Purpose Project Aims and Community Benefits Previous Grant Acquitted


St Finbarr’s Parish

$13,012 $2,500 $0 Painting of St Finbarr’s Church for the 40

th

Anniversary and the installation of railings

The church is used by the whole community, for funerals, baptisms, and sacramental celebrations. It is also a well-known tourist feature, and was recently a venue for the community quilt exhibition. The church is in need of painting as some of the higher eaves and facer boards have not been painted for many years. Much of this work is at height and cannot be completed by volunteers due to OHS regulations. This year is the Church is celebrating its 40th Anniversary and will also feature as part of the Quilpie Centenary Celebrations next year.

As the current financial members of the parish are few it is increasingly difficult to continue to fund the upkeep of the building.

Yes


Anglican Parish of Quilpie – St Matthews

$6,509 $2,500 $0 Paint the interior of St Matthews Anglican Church

In 2015 St Matthews was able to access an investment that had been invested for many years for the explicit use of the maintaining the Church and Rectory. These funds were used to complete repairs at the Rectory and paint the exterior of the Church. Because these funds have now been all used and the income of the rent and the jumble sale is insufficient to complete the final maintenance work, we now wish to paint the interior of the Church to complete the work. We have been able to receive a quote from Kev Phillips that is very generous for the interior painting of the Church. Kev Phillips and his partner Judith also painted the exterior and completed minor repairs to the Church and also completed the repairs at the Rectory at a very reasonable price. We are very grateful for their generosity.

2017 is the Centenary of Quilpie and it is planned that the Church will be open throughout the celebrations with tours in the Church. Painting of the interior of the Church will complete our project and it will be ready for the centenary celebrations for the visitors and people who once lived in Quilpie.

Yes


Quilpie Club Inc $35,000 $10,000 $0 Renew the ceiling in the club building

The Quilpie Club has struggled over many years and it is only because of the Board and the Club staff it has at last began to see a future. Careful management and planning has been applied and because of this consideration has been given to raising funds to repair the ceiling of the Club. This project will be completed in stages as money permits and when finished it will greatly help the image and acoustics of the club and it will enable the members and visitors to enjoy and be proud of its facilities.

N/A


ICPA Quilpie Branch

$14,000 $2,000 $0 Assistance towards a swim, music and arts camp for 4 – 15 year olds

Children who attend the 2016 ICPA Holiday Camp will be exposed to a range of swimming, arts, music, games & tae-qwon-do opportunities in a healthy, vibrant environment. Daily sessions will provide them with the opportunity to increase their skills and knowledge in each of these disciplines. We see the camp benefiting the wider community with increased revenue in the town as a result of increased visitor numbers and utilisation of the Shire’s facilities.

Yes

Community Quilpie Diggers $46,650 $2,650 In kind Assistance with the Pride Boost the economic development of the Shire while providing a release for those in our Yes


Type of Assistance


Project Total Cost




Organisations Assistance

Race Club $1,000

Waiver of fees $330

of the West event and funding towards entertainment, prizes and track preparations

community who have felt the strain of the drought. Provide visitors to the area and local community members the opportunity to socialise and experience great family day of bush racing at its best. While providing other local organisations the opportunity to raise funds through the provision of bar staff and catering.


Quilpie Polocrosse Club

1

$3,675 $0 $2,975 Hire of equipment to prepare the polocrosse grounds for the annual carnival

To make better playing fields which will allow the club to aim to hold larger carnivals (zone titles etc). Larger carnivals will boost the local economy and ensure a larger social event.

Yes


Quilpie Lawn Bowls

$6,800 $2,440 $0 Prizes and catering for the annual Quilpie Open

With 40 of the 50 bowlers visiting from as far away as Gayndah and Nanango there is a tremendous opportunity for some local businesses particularly as some bowlers stay in Quilpie for three nights. Our local players benefit from the stronger competition this offers.

Yes


Quilpie Golf Club

$5,500 $2,500 $0 Prizes for the annual Claypan Classic Open weekend

The aim of this event is to promote our excellent course and sand greens and to ensure the continued success and growth of the Quilpie Golf Club.

All food and bar supplies will be purchased locally as will all prizes for participants. Participants travelling from out of town will be utilising local accommodation providers, fuel suppliers and several local businesses.

Yes


Quilpie Show Society

$10,050 $4,500 $0 Fireworks and entertainment for the annual show

Every year we have fireworks, and the novelty doesn’t wear off, no matter what your age. The Show wouldn’t be the same without them. By having such an open area, and our magnificent night sky, the colours of the fireworks can be seen for miles, it is always a talking point for all ages.

This year we have engaged “Missy Lancaster”, a Country & Western performer and her band as our Main Entertainment. Missy will perform 4 x 45 min sets.

With Holly promoting Missy on all of our social media pages, newspapers etc., we expect our numbers to exceed last year.

The benefit to the community, will be having a live entertainer who will interact with all, and will encourage people to sing along and dance to her music, as well as encourage people to stay and socialise with their peers.

Missy is getting quite a name for herself on the Country & Western circuit and we will be able to say, that “Missy” has performed in Quilpie and had an absolute ball.

The aim of the Show Committee, is to give back to our Community, in many ways.

Socialising

Boost Moral and Community Spirit

Yes

1 Bank statements not provided


Type of Assistance


Project Total Cost




Provide Entertainment for all ages

Showcase of Local Talent, Arts and Crafts

Give Visitors to our Shire/Community an insight to what a wonderful place we live in


Quilpie Junior Rugby League Club

2

$1891 $1891 $0 To purchase headgear and match balls

The aim is to provide safe and practical sporting equipment for the children of our community. To promote team sport participation and development of skill for youth and community involvement in rugby league.

Yes

Business Assistance

Great Western Electrical

$2,600 $2,600 $0 Data and communications licenses and endorsements

It will increase the skills base of two local electricians to a level where there would be no requirement to source contractors from elsewhere to supply data and communications support / maintenance / installation.

N/A

Business Assistance

Beauty by Tiffani

$1,700 $1,700 $0 Acrylic nail technology course

It will allow more services to clients and benefit the town as people have top travel to have this service done.

N/A

Sponsorship Channel Country Ladies Day

$2,5003 $0 The event this year is

being held in Betoota. The sponsorship money will be spent on bringing guest speakers and service providers (eg health nurses) to the event.

Many women from the Quilpie Shire attend this event. As well women travel through the Quilpie Shire to attend CCLD. This event will bring tourism to the region and spending on services, such as fuel etc. For the women of the Shire it gives them a chance to access services such as women’s health nurses and beauty providers, that they cannot always access in the Shire. It does this without taking them away from the region but rather bringing the services to them.

Sponsorship funds help to offset the costs of the weekend, and therefore reduce the ticket prices for attendees. This helps to make it more affordable for women to attend. Due to the remoteness of the region and lack of services, many of these need to be brought in for the weekend (eg catering) and these costs are very high. If we did not have sponsorship to help offset these costs, ticket prices would be over $400 for each attendee. This would be too high for many women, especially given the financial hardship in the district with the drought and other general pressures.

Good mental health is very important and this event helps to provide an avenue where women can take some time out from pressures of life in a remote region (especially with the current drought where much time and energy is spent feeding livestock for example and considering options to ensure business survival- both grazing businesses and those in town) and take the time to refresh themselves and gain knowledge at the same time.

Yes

2 Council provided a cash donation to the Quilpie junior Rugby League in June 2016 outside of the Community grants program due to time constraints.

3 Council has sponsored this event to the value of $1,000 since its inception. Council approved sponsorship of $1,000 at the April meeting of Council however the funds have not

been paid to date.


Type of Assistance


Project Total Cost




Feedback from previous events has been overwhelmingly positive with women saying how much better they felt after some “time out” and the opportunity to rejuvenate and relax.

Sponsorship Travis Baker $10,0004 $0 Sponsorship to assist

with the costs of pursuing a bull-riding career

The generous support of Quilpie Shire Council over previous years (2014-15 and 2015-16) has allowed me to travel and compete in in numerous rodeo events where I have been successful in winning additional titles and improving my placements in significant events.

The Quilpie Shire logo is displayed on my riding vest at all times and my nickname "Travis Baker – The Heartbreaker" has become synonymous with Quilpie Shire as each time my name is announced at a rodeo or event, it is followed by "sponsored by Quilpie Shire Council".

This sponsorship opportunity enables me to attend many more rodeo events and compete against the best of the best riders on a national level. Continued sponsorship will also assist me in having the opportunity to attend training schools and workshops that specialise in bull riding and bareback. As you are well aware, for me to continue to advance my career dream, I need to be able to travel long distances to attend these events all over the state and the financial assistance I have received to date has allowed me to meet the cost of fuel/travel.

At present I have accumulated six buckles from January 2015 until now, including an all-round juvenile rough.

I am now 16 and can step up into the novice bull rides with the "big boys". I am determined to progress to PBR Australia when I turn 18 with the vision to representing Australia and competing in USA in bull rides and rodeos. I have displayed an information sheet (attached) at the Quilpie Shire Visitor Information Centre to let people read my story and how much Council's assistance has helped me achieve the goals I have to date. I am hopeful with further support from Council I can continue improving my skills and achievements by proving my commitment to the sport and my home town - Quilpie!

Yes

4 Council has sponsored Travis Baker to the value of $5,000 per year for the past two years.


Strategic Decision Reports Financial Services

__________________________________________________________________________________

10 FINANCE

(08/16) – Financial Services Report 10.1

Please note, this item will be tabled at the meeting.

(08/16) – 2015-16 Asset Valuations 10.2

IX: 105524


10.2.1 PURPOSE:

The purpose of this report is for Council to formally review and approve the 2015-16 asset valuation methodology prior to audit.




F.101 Asset Capitalisation Policy

AASB 116 Property, Plant and Equipment Accounting Standard Asset Disposal Policy Asset Management Policy Framework for the Preparation and Presentation of Financial Statements Accounting Standard.


Not applicable


That Council receive the 2015-16 Asset valuation Report.

10.2.5 BACKGROUND:

Council experienced considerable problems during the 2014-15 financial year audit. One of the significant issues was the valuation of assets. The Asset Valuation Report has been prepared to document the processes followed and the issues arising for the valuation of Council’s assets for the 2015-16 financial statements to try and resolve some of the issues experienced in the previous audit.

10.2.6 DISCUSSION:

A draft report was forwarded to audit committee members and Councillors on 20 July 2016.

10.2.7 FINANCIAL:

Not applicable

10.2.8 CONSULTATION:

Not applicable

10.2.9 ATTACHMENTS:

Attachment A: Asset Valuation Report 2015-16



Asset Valuations Report 2015/2016

July 2016

Prepared by: Quilpie Shire Council


ninab

Typewritten Text

Attachment A : Asset Valuation Report 2015-16

Revision Date Revision details Checked Signatures Approved

Revision A 20 July 2016 Draft Report for Audit Committee Review DB

Revision B Xx July 2016 Final version for adoption by Council DB

Doc ID: 105323


Contents

1 INTRODUCTION ............................................................................................................................ 1

2 INDICES ..................................................................................................................................... 2

2.1 Consumer Price Index (CPI) ................................................................................................................................ 2

2.2 Council Cost Index (CCI) ..................................................................................................................................... 2

2.3 Quilpie Shire Council Cost Index ........................................................................................................................ 3

2.4 Adopted Indexation ........................................................................................................................................... 3

3 ASSET VALUATIONS ...................................................................................................................... 3

3.1 Transport Infrastructure .................................................................................................................................... 3

3.1.1 Introduction ............................................................................................................................................ 3

3.1.2 Road Classifications ................................................................................................................................ 3

3.1.3 Asset Data ............................................................................................................................................... 3

3.1.4 Long Life / Short Life Assets .................................................................................................................... 4

3.1.5 Useful Lives ............................................................................................................................................. 4

3.1.6 Replacement Costs ................................................................................................................................. 4

3.1.7 Condition Ratings ................................................................................................................................... 5

3.1.8 Summary of Transport Asset Valuations ................................................................................................ 5

3.2 Water Supply Infrastructure .............................................................................................................................. 6

3.3 Sewerage Infrastructure .................................................................................................................................... 6

3.4 Buildings and Major Structures ......................................................................................................................... 6

3.5 Land ................................................................................................................................................................... 7

3.6 Plant and Equipment ......................................................................................................................................... 7

3.7 Other Assets ....................................................................................................................................................... 7

4 ASSET MANAGEMENT POLICIES AND PROCEDURES ............................................................................... 7

APPENDICES ......................................................................................................................................... 7

Appendix 1 – Position Paper 2016 NDRRA Event .......................................................................................................... 8


Asset Valuation Report 2015/2016

1 | P a g e

1 INTrODUCTION

This report has been prepared to document the processes followed and the issues arising for the valuation of Council’s assets for the 2015-16 financial statements.

Asset valuations current as at 30 June 2015 are shown in Table 1 .

Asset valuations current as at 30 June 2016 are shown in Table 2.

Gross value Written down value

Accumulated depreciation

Furniture & fittings $857,500 $493,429 $364,071

Buildings $24,666,628 $14,956,587 $9,710,041

Plant & equipment $9,016,556 $4,099,957 $4,916,599

Roads, drainage and bridges $149,729,557 $115,543,398 $34,186,159

Sewerage $4,078,030 $2,919,968 $1,158,062

Water supply $6,169,634 $3,753,023 $2,416,611

Land $2,231,296 $2,231,296 $-

Other $9,753,564 $6,957,645 $2,795,919

Total $206,502,765 $150,955,304 $55,547,462

TABLE 1: ASSET VALUATIONS 2015

Gross value Written down value

Accumulated depreciation

Furniture & fittings $624,017 $405,647 $218,370

Buildings $33,675,569 $22,375,371 $11,300,199

Plant & equipment $8,613,763 $4,210,656 $4,403,106

Transport $169,977,332 $114,040,294 $55,937,038

Sewerage $4,083,817 $2,870,769 $1,213,047

Water supply $6,169,634 $3,642,263 $2,527,371

Land $3,053,934 $3,053,934 $

Other $2,104,109 $1,164,620 $939,489

Total $228,302,175 $151,763,554 $76,538,620

TABLE 2: ASSET VALUATIONS 2016



2 | P a g e

2 INDICES

2.1 Consumer Price Index (CPI)

The Consumer Price Index (CPI) measures quarterly changes in the price of a 'basket' of goods and services which account for a high proportion of expenditure by the CPI population group (i.e. metropolitan households). This 'basket' covers a wide range of goods and services, arranged in the following eleven groups:

- Food and non-alcoholic beverages

- Alcohol and tobacco

- Clothing and footwear

- Housing

- Furnishings, household equipment and services

- Health

- Transport

- Communication

- Recreation and culture

- Education

- Insurance and financial services.

Capital city indexes used by the CPI are based on the 2006 Australian Standard Geographical Classification (ASGC) statistical divisions. The capital city indexes measure price movements over time in each city individually. They do not measure differences in retail price levels between cities.

The Weighted average of 8 capital cities CPI is:

- September quarter 2014 to September quarter 2015 1.5%

- December quarter 2014 to December quarter 2015 1.7%

- March quarter 2015 to March quarter 2016 1.3%

2.2 Council Cost Index (CCI)

Since 2005 the LGAQ has published a Council Cost Index (CCI) to provide a more appropriate indicator of cost increases across the range of services and infrastructure delivered by local government, compared with the Consumer Price Index (CPI) which represents a basket of household goods and services.

From the 2013 release, the LGAQ CCI for Queensland local government has included three weighted components: the wage price index (50%), the ABS road and bridge construction index (30%) and the CPI for Brisbane (20%) to represent general consumables.

Recent data for the road and bridge index displayed significant volatility and movements in some periods did not reflect the actual cost increases experienced by councils. To address this problem, a five year moving average has been applied to the road and bridge index.

The LGAQ has refined the method for calculating the CCI over recent years, drawing on the composition of Queensland local government expenditure and indexes in other jurisdictions which confirmed the inclusion of wage costs, road and bridge costs and the CPI as the most relevant elements used in calculating local government cost indexes.

In Queensland, ABS data for recent years shows that local government employee costs represent about 44% of total operating expenses (excluding depreciation), and roads and transport outlays are around 30% of expenditure (ABS 5512).



3 | P a g e

The Council Cost Index provides an aggregated picture of cost movements borne by local government at the State level. However, the mix of construction and non- construction activity will vary from council to council.

The LGAQ Council Cost Index 2016 has been calculated at +1.9% using ABS data for the December quarter 2015 compared with the December quarter 2014. The LGAQ CCI 2015 was +2.2%.

2.3 Quilpie Shire Council Cost Index

The most significant cost inputs for Quilpie Shire Council are wages and plant and machinery hire.

Operational staff wages have not increased since July 2014 for Local Government Officers Award employees and since November 2014 for Local Government Employees’ (excluding Brisbane City Council) Award-State, Building Trades Public Sector Award – State and the Engineering Award – State employees.

Plant hire costs have increased minimally due largely to depressed fuel prices.

Based on the above, Council has adopted the position that costs have increased by not more than 1.5% for the financial year.

2.4 Adopted Indexation

Council’s external auditor has provided the following advice:

“Our materiality communicated in our audit strategy is 1.5% of fixed assets, so typically any adjustments above this amount would be required to be processed, however I have discussed with our others and the QAO typically deem index movements below 2.5% as immaterial and not requiring adjustment.

This would however be on a cumulative basis since the last revaluation, so whilst this year you are only confirming the yearly movement 15 vs 16, when preparing your 2017 financial statements next year, the movement would need to be assessed 15 vs 17 if a full revaluation is not planned for next.

If indexation was to be applied in future it should be applied to both the replacement cost/accumulated depreciation, not just the cost portion.”

Based on this advice and the indexation data above, Council considers the change to be immaterial for the 2015/2016 financial year.

3 ASSET VALUATIONS

3.1 Transport Infrastructure

3.1.1 Introduction

Council has prepared an asset management plan for all transport assets. These include roads and all associated components and airstrips.

Council has also reviewed E.02 Register of Roads Policy.

3.1.2 Road Classifications

In accordance with the revised Register of Roads Policy, the road classification system has been changed from the previous Class A; Class B and Class C structure. These changes have flowed through to the valuation process.

3.1.3 Asset Data

Further asset data has been captured as a result of the 2014 Natural Disaster Relief and Recovery (NDRRA) work and capital work projects undertaken in the 2015/16 financial year. This data has been incorporated into the valuation process.



4 | P a g e

A more detailed assessment has now been made in relation to culverts. Previously all road drainage except some major drainage assets were labelled as underdrainage and a generic or average unit rate was applied.

Individual culvert data has now been collected and a detailed valuation applied.

3.1.4 Long Life / Short Life Assets

The methodology of dividing assets into a short life component and a long life component has been discontinued. All assets now have a fixed useful life.

3.1.5 Useful Lives

Useful lives have been reviewed and amended to reflect current engineering practice for Council. The changes are summarised in Table 3.

Old Class Short Life Component (%)

Long Life Component (%)

Old useful Life (Yrs)

New Class New useful Life (Yrs)

Formation 100 Indefinite 250

Gravel pavement (unsealed) A 40 60 15

Gravel pavement (unsealed) B 40 60 20

Gravel pavement (unsealed) C 40 60 25

Gravel pavement (unsealed) 3A 20


Gravel pavement (unsealed) 4B 25





Gravel pavement (unsealed) Minor access 35

Gravel pavement (sealed) 40 60 50 80

Bitumen seal 50 50 15 10

Concrete pavement 100 0 50 80

Concrete bridge 100 0 80 80

Culvert 100 0 50 60

Grids 100 0 25 40

Concrete floodway 100 0 50 80

Underdrainage 100 0 50 60

Kerb and channel 100 0 50 80

Footpath 100 0 50 60

TABLE 3: USEFUL LIVES

3.1.6 Replacement Costs

Replacement costs have been reviewed for the bitumen seal component. The old unit rate provided for a two coat seal which is undertaken on new road assets. The replacement component (re-seal) is a



5 | P a g e

single coat seal every ten years. This artificially inflates the replacement cost of the bitumen seal (top coat) by applying a much higher unit rate every replacement cycle.

This issue has been resolved by allocating $5.00 of the old unit rate to the sealed road pavement and the balance remaining as the top seal coat. The changes are summarised in Table 4.

Unit Old Replacement Cost Rate New Replacement Cost Rate

Formation m2 $3.20 $3.20

Gravel pavement (unsealed) m2 $8.00 $8.00

Gravel pavement (sealed) m2 $16.00 $21.00

Bitumen seal (single) m2 $11.00 $6.00

Concrete pavement m2 $288.00 $288.00

Culvert each N/A Varies based on culvert size and details

Grids 4m each $22,000.00 $22,000000

Grids 6m each $32,000.00 $32,000.00

Grids 8m each $42,000.00 $42,000.00

Concrete floodway m2 $288.00 $288.00

Underdrainage m $450.00 N/A

Kerb and channel m $130.00 $130.00

Footpath m2 $120.00 $120.00

TABLE 4: REPLACEMENT COSTS

3.1.7 Condition Ratings

The condition rating for all assets has remained largely unchanged with the exception of new assets and Adavale Charleville Road. This road was significantly damaged in the 2016 flood event with relevant details provided in Table 5.

A Position Paper on the 2016 NDRRA event is included in Appendix 1.

Value

Road length 81,406m

Gravel pavement length 80,218m

Gravel pavement length damaged 7,365m

Gravel pavement % damaged 9.1%

Old condition rating (gravel pavement components) 2.0

Revised condition rating (gravel pavement components) 3.0

TABLE 5: CONDITION RATING ISSUES ADAVALE – CHARLEVILLE ROAD

3.1.8 Summary of Transport Asset Valuations

A summary of the transport asset valuations is provided in Table 6.



6 | P a g e

Replacement Cost Written Down Value Accumulated Depreciation

Formation $51,161,776 $30,697,065 $20,464,711

Gravel pavement (unsealed) $64,768,537 $46,542,710 $18,225,827

Gravel pavement (sealed) $26,549,087 $20,453,226 $6,095,861

Bitumen seal (single) $5,876,497 $2,836,114 $3,040,383

Concrete pavement $7,505,712 $5,644,318 $1,861,394

Culvert $4,033,313 $2,419,988 $1,613,325

Grids $6,975,080 $4,185,048 $2,790,032

Kerb and channel $2,256,410 $830,118 $1,426,292

Footpaths $850,920 $431,707 $419,213

Totals $169,977,332 $114,040,294 $55,937,038

TABLE 6: SUMMARY OF TRANSPORT ASSET VALUATIONS

A summary of the changes from 2014-15 is provided in Table 7.

Formation Increased due to addition of airstrips and new assets

Gravel pavement (unsealed) Increased due to addition of airstrips and new assets

Gravel pavement (sealed) Increased due to addition of airstrips and new assets and unit rate change (refer to S3.1.6)

Bitumen seal (single) Increased due to addition of airstrips with overall decrease due to unit rate change (refer to S3.1.6)

Concrete pavement Increased due to additional assets picked up

Culvert Increased due to additional assets picked up and more detailed replacement cost calculation

Grids Slight decrease due to some grids being removed

Kerb and channel No change

Footpaths No change

TABLE 7: SUMMARY OF TRANSPORT ASSET VALUATION CHANGES

3.2 Water Supply Infrastructure

As part of undertaking a complete review of the Water Supply Asset Management Plan, a detailed investigation is underway to ensure all water supply assets have been captured. This will be reported on for the 2016/17 financial year.

3.3 Sewerage Infrastructure

As part of undertaking a complete review of the Sewerage Services Asset management Plan, a detailed investigation is underway to ensure all sewerage assets have been captured. This will be reported on for the 2016/17 financial year.

3.4 Buildings and Major Structures

Council has included the valuation of five houses which were not included in the previous year’s valuation. Council has also reviewed which asset register is applicable for some assets in accordance



7 | P a g e

with Council’s Asset Capitalisation Policy and Asset Management Strategy. No other changes have been applied to buildings and major structures assets.

3.5 Land

Council has created nine land assets to replace a single asset at the new industrial subdivision. No other changes have been made to land assets.

3.6 Plant and Equipment

Plant and equipment are short life assets and are not revalued.

Council has adopted an asset management procedure for major plant items. This procedure will not be applied retrospectively to existing assets and will be applied to new assets taken up from the date of adoption of the procedure.

Council retains a ten year plant replacement program in lieu of a detailed asset management plan.

3.7 Other Assets

Other Assets are not revalued.

4 ASSET MANAGEMENT POLICIES AND PROCEDURES

Council has adopted the following policies and procedures since the last valuation:

G.01 Asset Management Policy (IX Doc ID 91044)

G.01-A Asset Management Strategy (IX Doc ID 94410)

G.01-B Asset Management Procedure – Major Plant (Doc ID 98613)

F.101 Asset Capitalisation Policy (IX Doc ID 93049)

F.101-A Asset Capitalisation Procedure (IX Doc ID 104465)

F.102 Asset Disposal Policy (IX Doc ID 93055)

APPENDICES



8 | P a g e

Appendix 1 – Position Paper 2016 NDRRA Event

Treatment of costs and reimbursement for flood damage 2016 event and Roads revaluation.

During the heavy rain in early January 2016 Council’s roads sustained damage with a total estimated cost of reinstatement of $2,243,764.

Included in that sum are items that are not of a “capital” nature. This includes things like “de-silting table drains” or “removing debris”. These things need to be done but they do not indicate actual damage to the asset.

The value of the capital items is $1,790,589. This then is the extent of damage to Council’s road network which indicate a reduction in value.

This amount is below QAO’s Overall Materiality level of $2,300,000 but above the Performance Materiality level of $1,600,000.

Damage was caused at 818 individual sites but only 35 of those have damage estimated to cost more than $10,000. As Council’s capitalisation threshold is $10,000 it is only these that need to be considered and the total cost of reinstating these sites is $943,318, well below both materiality levels.

Council with the aid of consulting engineers, Proterra Group, and as part of its overall asset management plan, is collecting and refining data on roads. One of the benefits of this exercise is that roads will be re-valued every year.

The process requires a large amount of data including road dimensions, unit rates and condition ratings. The first two are unaffected by floods but condition must be affected suggesting that the value of the road has decreased.

Condition rating is a relatively crude but none the less effective tool used in the revaluation process. To move from condition 1 (a perfect road) down to condition 1.5 (a nearly perfect road) would require a loss of service potential of 10 percentage points. Other steps below 1.5 down to 4 require losses of 15 points.

Adavale-Charleville road, the most damaged road, has a replacement cost of $2.28 million and damage estimated at $478,000 or about 20.9% for the entire road. This one road makes up about half of the total of capital repairs.

It is clear, therefore, that the remaining roads must have sustained only minor damage almost certainly below the 10% necessary to affect condition rating.

Accordingly there is no need to write off any asset as a result of flood damage and the revaluation can proceed with or without regard for the flood damage as it will not affect the value.

As there is no write off, in accordance with advice from the DILGP, a copy of which has been provided to our auditors, the reinstatement cost will be treated as maintenance and the reimbursement will be a recurrent grant.

No reinstatement works were carried out before 1 July 2016 and an advance payment was made by the Queensland Reconstruction Authority prior to 1 July.


Strategic Decision Reports Governance

__________________________________________________________________________________

11 GOVERNANCE

(08/16) – IQ-RAP Working Group Request for Funding Assistance 11.1

IX: 105516


11.1.1 PURPOSE:

Further to the report presented to the July 2016 Ordinary Meeting of Council, a request from the Chair of the Inland Queensland Road Action Plan (IQ-RAP) Working Group to provide further funding assistance needs to be considered.


Not applicable


I.1.ii Lobby TMR to upgrade all strategic state road linkages

I.1.iii Lobby TMR to provide flood immunity at critical locations on the state controlled road network

I.2.i Develop and implement a road safety infrastructure plan for strategic and tourist routes


That Council provide / not provide $5,000 funding to the Inland Queensland Road Action Plan Working Group for further advocacy work.

11.1.5 BACKGROUND:

The Inland Queensland Road Action Plan evolved from an initial meeting in Longreach in 2014. A working group was formed to prepare a comprehensive plan for the upgrading of roads throughout Queensland. Thirty three Councils across Queensland participated in the initial project and provided $5,000 per Council in funding.

A report was tabled at the July meeting of Council and a decision was deferred until the first South West Regional Road and Transport Group meeting for 2016 could be held. This meeting was held on 1 August 2016.

11.1.6 DISCUSSION:

By letter of 17 June 2016, the Chair of the IQ-RAP Working Group is requesting an additional $5,000 funding from all participating Councils.

The funding would be used to continue advocating for this strategic plan to secure more consistent and long‐term funding for the inland Queensland road network.

A copy of the correspondence is provided in Attachment A.

11.1.7 FINANCIAL:

$5,000 for the 2016/17 financial year



Not applicable

11.1.9 ATTACHMENTS:

Attachment A: Inwards Correspondence


Inland Queensland

17 June, 2016 r Oads Action PlanCr Stuart MacKenzieMayorQuilpie Shire CouncilPO Box 57

Quilpie QLD 4480

[email protected]

Dear Cr MacKenzie

Re: Financial support for the Inland Queensland Roads Action Plan

T)vm'PvdNyA-siv&ÉTv-spd Nd-vt

(K: RAPF--

On behalf of the Inland Queensland Roads Action Plan (lQ-RAP) Working Group, I would once again like to take theopportunity to thank you for being a partner in the IQ-RAP project. Significant progress has been made in developingand advocating for this strategic plan to secure more consistent and long-term funding for the inland Queenslandroad network to carry freight, tourists and residents more efficiently and safely but more work still needs to be done.

Achievements to date1. Forums in Longreach and Mount Isa and subsequent formation of the Working Group in 2013-142. Securing partnership funding to engage consultants Harrison Infrastructure Group in 20153. Development of the IQ-RAP branding and its application to marketing and communications items in 2015-164. Development of the lQ-RAP by 22 January, 20165. Development of the graphic designed and published version of the IQ-RAP by 31January, 20166. Development of the graphic designed and published version of the IO-RAP Overview by 31January, 20167. Launch of the IQ-.RAP in Charters Towers on 1 February, 20168. Pre-budget submission made to the Australian Government to secure funds to take the project forward9. Media coverage through newspapers, tv, radio, industry magazines and online newsletters10. Briefings and advocacy meetings with 100 Federal and State parliamentarians, department executives and

industry leaders11. Several presentations including to the Joint Select Committee on Northern Australia, Infrastructure

Association of Queensland and Queensland Transport Infrastructure Conference12. Many letters of support to the Secretariat and to Federal and State Ministers13. A high level of awareness and support for the project in government and industry circles

To ensure this project builds on the excellent work and achievements to date, it is now critical to secure morefunding to carry the work forward. At a recent NWQ ROC meeting a motion was passed to support the project with

an additional $5,000 per member. I would like to recommend that each Partner of the IQ-RAP contributes another$5,000 by 15 July, 2016. This provides the option to pay from this year's or next year's budget. The following provides

an overview of income and expenditure to date and proposed next steps.

Income and Expenditure to DateIncome to date has consisted of:

Longreach, Mount Isa forum sponsorships $10,000North Queensland RDA Alliance funding for the Secretariat to proceed with securing partners $13,000RRTG funding of the Secretariat to proceed with securing partners $16,800IQ-RAP Partnership funding from 33 Councils $165,000IQ-RAP Partnership funding from 4 RDAs $20,000IQ-RAP Partnership funding from RACQ $5,000

T AL $229,800Reaional secretaP: 07 4410 3655 F: 07 4772 7668oevelopment


Inland QueenslandRoads Action Plan

A-s&ddT-spvt Neh-vk

These funds have been expended as follows:

Harrison Infrastructure Group consultancy fees $153,000Project/ Marketing/ Communications Officer part-time 2015/16 $30,000Logos/ stationery/ Overview and lQ-Rap documents $7,000Secretariat/ RDA travel to brief and advocate to 100 stakeholders in Canberra, Brisbane, Sydney $18,000

Postage, teleconferences, misc $1,000Longreach, Mount Isa Forum costs/ part-time project staff in 2013/14 to 2014/15 $25,000

TOTAL $234,000In May - August, 2016 it is anticipated that an additional $40-50,000 will be required to take the IQ-RAPproject forward. Please see below for more details.

As the Secretariat, RDA Townsville and North West Queensland committee has contributed approximately $150,000in-kind to the project:

? CEO time in developing the initiative from August 2013 and providing Secretariat services sinceDecember 2013; time in undertaking extensive travel to brief and advocate for IQ-RAP to more than 100stakeholders, especially since February 2016; time in preparing and presenting on IQ-RAP at forums andconferences

? EA time in supporting the development of the IQ-RAP and documentation; website updates; organisingbriefings and advocacy meetings with more than 100 stakeholders

? Book-keeper time in invoicing and receiving funds and relevant reporting? Provision of equipment and overheads to enable the Secretariat to operate from the RDA office

I also wish to acknowledge and thank the Project Team, and their organisations, who have managed the project onbehalf of the Working Group - Dave Burges, Quilpie Shire Council; Michael Roth and Russell Whale from RACQ; DavidDonohue from the RDA Townsville and North West Queensland committee. This has been a high performing teamwho have looked after the best interests of the Working Group and all IQ-RAP Partners throughout the project. Onyour behalf I thank them for the extraordinary effort they have all made.

Next Steps1. June

a. On-going requests, organisation and travel for briefings and advocacy to key Queensland Ministersand parliamentarians and department executives to secure support for the adoption of the iQ-RAP asa planning tool to inform future road infrastructure spending in Queensland. There will be aparticular focus on securing meetings that still have out-standing requests - eg with the DeputyPremier and Minister for Infrastructure, Local Government and Planning and Minister for Trade andInvestment the Hon Jackie Trad; Treasurer the Hon Curtis Pitt and Minister for Main Roads, RoadSafety and Ports; Minister for Energy, Biofuels and Water Supply the Hon Mark Bailey and LGAQ CEOMr Greg Hallam.

b. Engagement of an economist to undertake a high level analysis of the benefits of the IQ-RAP. Thiswill involve SA4 level input/ output analysis for direct and indirect contributions to Gross StateProduct and job creation, qualitative commentary on potential impacts to industries, productivity,investment attraction and communities.

c. Graphic design, pdf soft copy and printing and distribution of the above report to stakeholders tofurther support the pre-budget submission and broader advocacy.

d. _Update to IQ-RAP to add appendices to acknowledge the CSIRO Beef Industry Transit Modelling andRegsabnt with IQ-RA s3655 F: 07 4772 7668


Inland QueenslandRoads Action Plan

T)vm'Pvd-c4+ A-stv&s'T-spd Nd-k

e. On-going printing of documents, brochures for advocacy purposes.f. On-going despatch of IQ-RAP newsletters to stakeholders and updates to website.g. Advocacy and media support to IQ-RAP partners.

2. July - August

a. Originally planned for May/ June, the IQ-RAP Partner forum will be moved to allow for the impact ofthe Federal election timing. We understand that Mayors will be called upon in May - June at shortnotice to meet with visiting Federal Election candidates. Invitations will be sent to IQ-RAP partnersand key stakeholders.

3. September, 2016 - March, 2017a. 2017/18 budget planning meetings and advocacy with key stakeholders to secure funding

commitments - Canberra, Brisbane, elsewhere as requiredb. Presentation of the IQ-RAP at relevant forums of influence

c. An update to the IQ-RAP if any major new developments come online

I thank you once again for your support of IQ-RAP as a truly collaborative regional development project. I know first-hand from our meetings that a very strong impact is made by presenting the power of a united group of 47 funding

partners that wish to be strategic, long-term, collaborative and transparent in their planning for the future benefit oftheir regions. I am heartened by Cr Bruce Scott's and others' long-term efforts in securing funds for the fibre optic

network in the west. We know that significant projects take a long-term commitment. IQ-RAP is one such significant,

ground-breaking project.

I have included an invoice for $5,000 (ex GST) which will allow the Secretariat to continue advocacy work on the IQ-RAP. While full costs are difficult to estimate at present, it is likely that with all partners funding an additional $5,000

this will fund advocacy work up to 31 March, 2017. Regular updates will be provided on progress and use of funds.

Should you have any questions, please do not hesitate to contact me on 0488-021-819 or [email protected] or the Secretariat c/ Ms Glenys Schuntner on 07 4410 3655 or at [email protected].

You faithfully

Peter MaguireChair, Inland Queensland Roads Action Plan Working GroupChair, Inland Queensland Roads Action Plan Project Team

Reaional se"etarlatP: 07 4410 3655 F: 07 4772 7668Development E:[email protected] W:www.rdanwq.org.au



__________________________________________________________________________________

(08/16) – Transport Services Asset Management Plan 11.2

IX: 104663


11.2.1 PURPOSE:

The purpose of this report is for Council to adopt a Transport Services Asset Management Plan.




G.01 Asset Management Policy

G.01-A Asset Management Strategy


G.5.iii Prepare and update asset management plans and ensure key infrastructure and services are appropriately managed


That Council adopt the Transport Services Asset Management Plan as presented.

11.2.5 BACKGROUND:

It is a requirement under s167 of the Local Government Regulation 2012 that a local government

must prepare and adopt a long-term asset management plan.

A local government’s long-term asset management plan must:

- provide for strategies to ensure the sustainable management of the assets mentioned in the

local government’s asset register and the infrastructure of the local government; and

- state the estimated capital expenditure for renewing, upgrading and extending the assets for the

period covered by the plan; and

- be part of, and consistent with, the long-term financial forecast.

Council prepared and adopted a Road Network Asset Management Plan and a Buildings and

Structures Asset Management Plan in 2011. The data on which these plans were based was

considerably deficient at that time and is even more so now. Council has not had an asset

management plan for water supply or sewerage services and has relied on a Water Supply and

Sewerage Total Management Plan prepared in 2007.

11.2.6 DISCUSSION:

The Transport Services Asset Management Plan has been developed using a template prepared by

the South West Regional Road and transport group Technical Committee. The data utilised in the

plan preparation is the best available at this time. Further refinement of the plan will be required in

future years, particularly in relation to replacement of existing assets.


11.2.7 FINANCIAL:

As detailed in the plan.


Not applicable

11.2.9 ATTACHMENTS:

Attachment A: Transport Services Asset Management Plan



Transport Services

Asset Management Plan

Date Adopted by Council 5 August 2016 Council Resolution No.

Effective Date 5 August 2016 Review Date August 2017

Plan Owner Council Responsible Officer CEO

Plan Number AMP-01 IX Reference 91579

Related Documents Asset Management Policy IX Reference 91044

Asset Management Strategy IX Reference 94410

Road Condition Assessment Manual IX Reference 94808

IX Reference

Version Number V1 09-Sep-16 Developed and adopted

CEO Chief Executive Officer

MCCS Manager Corporate & Community Services

MES Manager Engineering Services


Quilpie Shire Council Road Asset Management Plan

TABLE OF CONTENTS

OVERVIEW AND PURPOSE OF PLAN ................................................................................................... 1

1 KNOW YOUR SERVICES AND ASSETS ............................................................................................. 2

1.1 SUMMARY OF NETWORK .................................................................................................................................... 2

1.2 ASSET REGISTER & CAPITALISATION OF ASSETS ....................................................................................................... 2

1.3 ASSET SEGMENTATION ....................................................................................................................................... 5

1.4 ROAD CONDITION ............................................................................................................................................. 5

1.5 ROAD VALUATION ............................................................................................................................................. 6

2 PLAN YOUR SERVICES AND ASSETS ............................................................................................... 7

2.1 ROAD MANAGEMENT STRATEGY .......................................................................................................................... 7

2.1.1 Service Drivers ................................................................................................................................ 7

2.1.2 Risk ................................................................................................................................................. 7

2.1.3 Road Classification .......................................................................................................................... 8

2.1.4 Service Standards ......................................................................................................................... 10

2.1.5 Design Standards .......................................................................................................................... 10

2.1.6 Renewal Standards ....................................................................................................................... 10

2.1.7 Maintenance Standards ............................................................................................................... 11

2.1.8 Road life cycle costs ...................................................................................................................... 13

2.1.9 Linkage to Corporate Plan ............................................................................................................ 13

2.1.10 Road management strategy ..................................................................................................... 13

2.1.11 Road management strategy by road link ................................................................................. 14

2.1.12 Traffic by road link (by vehicle class) and projected growth rate ............................................ 15

2.2 LONG TERM IMPROVEMENT PROGRAM ............................................................................................................... 15

2.3 LONG TERM RENEWAL PROGRAM ...................................................................................................................... 16

2.4 ROAD LINK INVESTMENT STRATEGIES .................................................................................................................. 16

3 MANAGE YOUR SERVICES AND ASSETS ....................................................................................... 17

3.1 SUMMARY OF ASSET MANAGEMENT DOCUMENTATION ......................................................................................... 17

3.2 SUMMARY OF POLICIES AND PROCEDURES ........................................................................................................... 17

4 APPENDICES .............................................................................................................................. 17

APPENDIX A: DEFINITIONS ..................................................................................................................................... 18

APPENDIX B: ASSET DATA CAPTURE FORMS ............................................................................................................. 25

APPENDIX C: ASSET REGISTER STRUCTURE ................................................................................................................ 30

APPENDIX D: ROAD LINK CLASSIFICATION & SERVICE STRATEGY ................................................................................... 35

APPENDIX E: RENEWAL PROGRAM .......................................................................................................................... 38

APPENDIX F: ROAD LINK INVESTMENT STRATEGIES .................................................................................................... 44

APPENDIX G: ASSET VALUATION DATA ..................................................................................................................... 59

APPENDIX H: ROAD CONDITION ASSESSMENT MANUAL .............................................................................................. 60


Quilpie Shire Council Transport Services Asset Management Plan

Page | 1

OVERVIEW AND PURPOSE OF PLAN

Quilpie Shire Council is the custodian of an extensive range of community assets. The road and transport assets are of particular importance and are the largest asset class by value by a considerable margin. As such the proper management of road and transport assets is critical to Council achieving long term sustainability.

This Transport Asset & Services Plan provides a roadmap for the development, delivery and management of transport assets and services through a number of phases:

Know your assets

Plan your services

Manage your assets

Sustain your services

The asset management journey framework in Figure 1 illustrates how individual asset and service data/information elements are required to achieve sustainable service outcomes.

Transport Asset & Services Plan Scope

Figure 1: Asset Management Journey Framework

KNOW YOUR ASSET

• Asset data

• Meta

• Reference

• Location

• Physical attributes

• Service demand

• ValuationType

• Historical records

• Treatment type

• Treatment date

• Material sources

• Cost

• Test results

• Condition

• Inspections

• Defect records

• Response times

• Intervention levels

PLAN YOUR SERVICES

• Asset hierarchy

• Service standards

• Asset standards

• Maintenance standards

• Inspection schedules

• Gap analysis

• Investment strategies

• 10 year renewal & improvement program

MANAGE YOUR ASSET

• Asset management plan

• Asset management policy

• Asset management strategy

• Maintenance & operation procedures

• Asset creation, acquisition & renewal processes

• Asset data capture processes

SUSTAIN / IMPROVE YOUR SERVICES

• Rating / Revenue Policy

• Budget

• Maintenance

• Operations

• Improvement

• 10 year financial plan

• Trend analysis

• Fault analysis

• Risk analysis

• KPIs



Page | 2

1 KNOW YOUR SERVICES AND ASSETS

1.1 Summary of Network

The road network includes several asset categories and component categories. A summary of the network, together with relevant financial data (current as at 30 June 2015), is shown in Table 1.

Sealed Road Unsealed Road Airports Total Rep Total WDV

Formation

Replacement $4,637,387 $44,781,657 $1,742,732 $51,161,776 WDV $2,782,432 $26,868,994 $1,045,639

$30,697,066

Gravel (unsealed)

Replacement

$61,184,336 $3,584,200 $64,768,537 WDV

$45,109,030 $1,433,680

$46,542,710

Gravel (sealed)

Replacement $24,520,931

$2,028,155 $26,549,087 WDV $18,932,110

$1,521,116

$20,453,226

Bitumen


$579,473 $5,876,497 WDV $2,585,537

$250,577

$2,836,114

Concrete


$7,505,712 WDV $5,644,318

$5,644,318

Culverts


$4,033,313

WDV $2,419,988

$2,419,988

Grids


$6,975,080

WDV $4,185,048

$4,185,048

K&C


$2,256,410 WDV $830,118

$830,118

Footpaths

Replacement $850,920

$850,920 WDV $431,707

$431,707

$169,977,332 $114,040,295

Table 1: Road Network Summary

1.2 Asset Register & Capitalisation of Assets

The Local Government Act 2009 (the Act) requires a local government in Queensland to adopt a register of roads categorised by the road surface and to map each road on the register. This register must be available for public inspection.

Roads listed on the adopted road register are roads that are currently maintained, to differing extents, by council. Road extensions beyond the Council’s mapped road register will not be maintained by Council.

Roads on this register are considered public roads open to the public for access, as stated in the Act.

Roads on this register have been categorised according to surface and further categorised by function.

The road asset register is located on Council’s corporate server and a more concise version is established in Council’s financial management system. The road asset register within the financial management system is used to facilitate asset valuations and to manage depreciation. Thresholds and procedures for asset capitalisation and revaluation are established in the following documents:

- F.101 Asset Capitalisation Policy - F.101-A Asset Capitalisation Procedure

Figure 2 illustrates how construction activities are mapped to the adopted asset structure for operational management and how the data is aggregated for financial reporting purposes. At the asset level, whole of life costs are captured (new, renewal, operating and maintenance) and assets are revalued and depreciated.



Page | 3

Figure 2: Aligning Financial & Operational Requirements

Road asset components for a typical rural road are demonstrated in Figure 3.

Figure 3: Road Asset Register Structure

The structure of Council’s Road Asset Register is summarised in Table 2 and full details are provided in Appendix C.

Road Number 115

Road Segment 115-000,750 Segment start chainage (km,metres)

Stormwater Drainage

Formation Component

115-000,750_F F = Formation Structure Component

Pavement Component

115-000,750_P P = Pavement Pipe Component

Surfacing Component

115-000,750_S S = Surfacing End Structure Component

Floodway Component

115-000,465_C C = Concrete

Construction Activities Assets Financial Reporting

Road Upgrade

•Project Management

•Site establishment

•Earthworks

•Drainage

•Pavement

•Seal

Capture Capital Costs

•Road

•Road Segment

•Surface

•Pavement

•Earthworks

•Kerb

•Footpath

•Culvert

Financial Reporting for Road Upgrade

•Surface

•Pavement

•Earthworks

•Culverts

•Etc

Works orders / Contract Assets Reporting



Page | 4

Bridge Component

115-000,245_B B = Bridge

Grid or Gate Component

115-000,155_G G = Gate or grid

Kerb Component

115-000,125_K K = Kerb

Paved Footpath Component

115-000,125_FP FP = Footpath

Table 2: Road Asset Register Structure

The process for capitalising assets is shown in Figure 4.

Figure 4: Asset Capitalisation Process

To allow the compilation and on-going management of an accurate road inventory, data specifications and data collection sheets have been prepared for the following assets:

1. Roads

- Road segments;

- Floodways;

- Bridges;

- Grids and gates;

- Signs;

- Kerb and channel

- Paved footpaths

2. Drainage

Does the work extend asset component life?

Identify and collate improvement and renewal works

Collate construction costs

Remove any operational costs

Allocate costs to assets and components

Update the financial asset records

Update construction dates and reset condition values on treated

ssections

Update GIS database



Page | 5

- Stormwater structure;

- Stormwater pipes

- Stormwater end structures

3. Miscellaneous

- Gravel pits;

- Water points.

A copy of the asset data capture forms are provided in Appendix B. Spreadsheets containing the data collection sheets based on these specifications are saved on Council’s corporate server.

The inventory data will be updated whenever a new construction project or a renewal treatment is undertaken and after routine or programmed asset inspections.

1.3 Asset Segmentation

An accurate and detailed inventory is the foundation of any transport asset management systems.

Road segmentation is used to simplify the task of road asset management by breaking the road up into “uniform” homogeneous segments.

The following segmentation model has been adopted:

- Urban Intersection to intersection unless the road type or width changes in between intersections;

- Rural fixed length up to 10km unless road type or width changes; and

- Condition fixed 100m segments for equipment based methods and 1km for visual methods.

1.4 Road Condition

A Road Condition Assessment Manual has been developed to suit road types found in South West Queensland. The purpose of the manual is to provide a simple and effective guide for the consistent condition rating of road assets for rural councils for road valuation and for renewal planning. Roads are condition rated horizontally in uniform segments and vertically based on the following road components:

- Road Formation (earthworks)

- Unsealed Road Pavement

- Sealed Road Pavement

- Bitumen Sealed surface

The methodology adopted in this plan is a combination of the resource intensive approach that measures the extent and severity of individual defects and the approach using sample photographs and descriptions. The condition rating is based on the scoring of individual defects using descriptions and photographs. These defect scores are then combined to obtain the final condition score.

The manual includes full descriptions of the condition rating system for each component and provides data collection sheets.

The manual provides details on condition rating each of the various road asset components in detail however in general the condition ratings are as described in Table 3.

1 – 5 Scale Name Description

1 Near New A "near new" asset with no visible signs of deterioration

2 Very Good An asset in "very good" overall condition but with some early stages of deterioration evident, but the deterioration still minor in nature and causing on serviceability problems.

3 Fair An asset in "fair" overall condition deterioration in condition would be obvious and there would be some serviceability loss

3.5 Poor An in a "Poor" overall condition, deterioration would be quite severe and would start to limit the serviceability of an asset. Maintenance costs would be high



Page | 6

4 Very Poor An asset in "very poor" overall condition with serviceability now being heavily impacted upon by poor condition. Maintenance cost would be very high and asset would be at a point where it need rehab

4.5 Extremely Poor An asset in "extremely poor" condition with severe serviceability problems and needing rehabilitation immediately. Could also be a risk to remain in service

5 Failed An asset that has "failed". It is no longer serviceable and should not remain in service. There would be an extreme risk in leaving the asset in service

Table 3: Condition Ratings

This is illustrated in Figure 6.

Figure 5: Road Deterioration Model

1.5 Road Valuation

Valuation to meet statutory requirements is a major regulatory driver for Queensland local governments. The Local Government Regulation (2012) requires that non-current assets are valued on a “fair value” basis. For road assets this is effectively depreciated replacement cost.

Revaluation is the process for the reassessment of the estimates (including useful live, market prices, condition of asset) supporting the carrying amount of a non-current asset as at a particular date. Revaluations can be either “comprehensive” or “interim”.

Comprehensive revaluations involve a thorough re-assessment of the value of each asset. Interim revaluations involve the use of an index that reflects movements in the price of assets similar to those being revalued. Comprehensive revaluations are required at least every five years. Interim revaluations are required in each year in which a comprehensive revaluation is not conducted.

Council undertook a comprehensive revaluation in 2013.

The Roads and Transport Alliance has developed standardised replacement and rehabilitation rates for standard road types across five cost regions in Queensland, four environmental zones and three terrain zones. The aim of the Roads Alliance Valuation Project is to provide inputs to the valuation of road assets which are consistent with the Australian Accounting Standards requirements, promote consistency between local governments and between successive valuations and transparency in relation to key assumptions, inputs and methodologies.

Council will investigate the merits of using this data for the next comprehensive revaluation.



Page | 7

2 PLAN YOUR SERVICES AND ASSETS

2.1 Road Management Strategy

2.1.1 Service Drivers

Service drivers are the reason that intervention, in the form of maintenance, renewal or upgrade, needs to be considered at a given time. Determination of the appropriate services for networks and individual links assists in determining the optimum intervention strategy.

Table 4 lists for most important service drivers for the networks in Quilpie Shire.

Road Network Service Driver 1

Service Driver

2

Service Driver 3

Service Driver 4 Service Driver 5

Quilpie Shire rural road network

All Weather Access - roads

Comfortable Travel for Vehicle Occupants - roughness

Economical Travel

Emergency Access

Safe Travel for Vehicle Occupants - animals

Quilpie Shire urban road and street network

Condition of our existing assets

Convenient Access Emergency Access

Safe Access Safe Travel for Pedestrians & cyclists

Table 4: Road Network Service Drivers

2.1.2 Risk

Risk management involves managing to achieve an appropriate balance between maximising gains while minimising losses. Risk is based on the probability of failure and the consequences if failure occurs.

A risk assessment has been undertaken at the network level and at the link level. Identified risks are detailed in Table 5 and Table 6.

Network Risk Description of Risk

Like

lih

oo

d

Co

nse

q

ue

nce

s Risk Score

Treatment

Deteriorated Assets As assets reach the end of their economic life they suffer an increasing frequency of failure which impacts on service to the community & requires significant expenditure for repair and replacement.

B 4 E Undertake regular inspections and condition rating surveys. Use the results to prioritise a forward works program.

Driver Fatigue Driver fatigue can be a significant contributor to road accidents.

C 4 H No treatment proposed

Excessive Travel Time

The community expects that road standards and conditions are appropriate for the traffic demand, the topography and the prevailing conditions.

B 2 M Undertake regular inspections and program maintenance and remedial works on a priority system as funds permit

Financial Sustainability

Regional business viability depends on adequate access to markets

B 3 H Upgrade priority links as funds permit

Inadequate Operational Performance

Insufficient funding/staffing impacts safety and WOL costs.

B 3 H Undertake regular inspections and program maintenance and remedial works on a priority system as funds permit

Regulatory/Legal Compliance

Poor knowledge of accidents and risks on the road network. Substandard design and construction standards.

B 3 H Undertake regular inspections and program maintenance and remedial works on a priority system as funds permit. Train staff as required. Identify substandard links using NetRisk and consider options.

Table 5: Road Network Risk Register



Page | 8

Road Classification Link Risk Description of Risk Likelihood Consequences Risk Score

Treatment

3 4 5 9

Min

or

Acc

ess

Un

form

ed

Trac

k

Y Y Y Corrugated Surface

Corrugated surfaces on unsealed roads increase the risk of accidents.

B 3 H Undertake inspections and program routine maintenance as funds permit

Y Excessive Dust Excessive dust can be a safety hazard to motorists.

C 3 M No treatment proposed

Y Y Excessive Operating Cost

Rough roads increase vehicle operating costs.


Y Y Y Y Inadequate Pavement Strength

Transport vehicles are constantly evolving and roads need to be changed to accommodate legal vehicle as resources permit.

B 3 H Resheet important road links as funds permit

Y Y Y Lack of Access Flooding Roads

Residents are seeking access to community centres during all but extreme weather conditions.

B 3 H Upgrade critical road links to all weather standard as funds permit

Y Y Y Lack of Control of Animals

Straying cattle and other animals onto high speed roads are a significant safety hazard.

B 4 E No treatment proposed

Y Y Y Y Y Y Poor Surface Condition

Rough and failed surfaces can cause accidents.

B 4 E Undertake inspections and program routine maintenance as funds permit

Y Y Y Y Y Road Surface Roughness

Rough roads increase operating costs. Travellers appreciate smooth roads.


Y Y Y Unsafe Road Geometry

Inconsistent and low geometric standards cause accidents.

C 4 H Identify priority areas and install signage and delineation as funds permit

Table 6: Road Link Risk Register (By Road Classification)

2.1.3 Road Classification

A road planning hierarchy (Figure 8), from the road network through road links to road components, is useful for strategic asset management purposes and to assist the planning for the renewal of road assets components. Modelling for renewal prediction is usually undertaken at the component level.



Page | 9

Figure 6: Road Planning Hierarchy

The hierarchy principles of road classification provide a means of classifying a roadway according to its purpose, function and management.

The concept of the hierarchy of roadways is used to define the main functional objectives of each roadway type, which can then form the basis of ongoing planning and system management aimed at reducing the mix of incompatible functions and maximising the role of roadways in the various networks. Setting a road classification system provides guidance when considering the standard of maintenance and upgrading work on a particular road. It allows consistent standards to be applied across the region and ensures that the greatest value for money is attained.

The functional classifications for roads under the control of Quilpie Shire Council have been based on the Austroads road classification system. Table 7 shows Council’s adopted road classification system.

Road Class Description Function

3 Rural Arterial High order local government roads, LRRS network roads

4A Rural Collector – Major

LRRS network roads and high order local government roads that have or provide for:-

Greater than two Class 5 roads connecting along the length of the road;

Significant commercial agricultural activity to road and feeder roads;

Inter-shire or community connection road;

Major collector road for Class 1, 2 or 3 roads.

4B Rural Collector - Minor

High order local government roads that have or provide for:-

Greater than two Class 5 roads connecting along the length of the road;

Significant commercial agricultural activity to road and feeder roads;

Significant collector road for Class 1, 2, 3 or 4 roads.

5A Rural Access – Primary

Low order local government roads that have or provide for:-

No through access;

>5 properties serviced or significant commercial agricultural activity;

Access to a specific facility;

Local traffic only.

5B Rural Access - Secondary

Low order local government roads that have or provide for:-

No through access;

<5 properties serviced;

Access to a specific facility;

Local traffic only.

9A Urban Access – Commercial and Industrial

Commercial and industrial streets

9B Urban Access - Residential

Residential access streets

Minor Access Local property access only

Unformed Track An unformed track within a road reserve used by the public

Table 7: Road Classification System

Road Network

Road Link

Road

Road Segment

Component

Structure

Component



Page | 10

The classification for each road link is shown in Appendix D.

2.1.4 Service Standards

Matching infrastructure to service requirements is a complex process requiring consideration of all phases of the asset life cycle. To reduce this complexity and to ensure consistency across the network, road authorities translate service requirements into technical service standards. This is illustrated in Figure 9.

Figure 7: Translating Desired Service Standards to Infrastructure

2.1.5 Design Standards

Design standards determine the alignment, size, shape and surface characteristics of the road based on likely traffic volumes, vehicle type, and drainage and property access requirements. They consist of road classification (hierarchy), the service profile and the asset profile.

a) The road classification defines the road function, b) The service profile defines the service standards (speed environment, vehicle type, flood immunity etc); and c) The asset (road) profile defines the physical road configuration (road type, width, surfacing etc.). The

appropriate road profile for the combination of road classification and service profile is determined by intervention criteria (traffic, commercial vehicle, access, land use etc).

This is illustrated in Figure 10.

Figure 8: Linking Asset Standards to Service Standards & Road Hierarchy

2.1.6 Renewal Standards

Infrastructure assets deteriorate gradually over time and ultimately fail.1 Apart from “demand”

2 obsolescence

driven by functional, technical and commercial factors (whose effects are independent of time) the rate of

1 Failure in asset management terminology means “functional failure” or failure to do what users want it to do.

2 Changes in demand for the service provided by the infrastructure asset caused by economic, technological,

regulatory or operating conditions.

Customer Desired Service Standards

Technical Service Standards

Design Standards

Asset Hierarchy

Service Profile

Service Intervention Levels

Long Term

Renewal Standards

Inspection Interval

Intervention Levels

Life & Condition

Asset profile

Asset Intervention Levels

Medium Term

Maintenance Standards

Asset Hierarchy

Inspection Interval

Defect Intervention Levels

Short Term

Design Standards

Road Hierarchy

Service Profile

Asset Profile



Page | 11

deterioration or “wear and tear” is determined by various environmental factors under which the infrastructure asset operates.

Council will endeavour to identify and action necessary road infrastructure renewal according to Table 8.

Age Based Condition Based

Sealed Sealed Unsealed Structure

Pav

emen

t Li

fe

Surf

ace

Life

Res

hee

t Li

fe

Stru

ctu

re L

ife

Stru

ctu

re C

on

dit

ion

Sco

re

1-5

Pav

emen

t C

on

dit

ion

Sco

re

1-5

Ro

ugh

nes

s Sc

ore

1-5

IRI

Ru

ttin

g 1

-5

Dri

veab

ility

Sco

re 1

-5

Pro

file

Sco

re 1

-5

Foo

tpat

h C

on

dit

ion

Sco

re

1-5

K&

C C

on

dit

ion

Sco

re 1

-5

Gu

rad

rail

Co

nd

itio

n S

core

1-5

Cu

lver

t C

on

dit

ion

Sco

re 1

-

5

Target Road Renewal Levels

40 10 10 80 3.5 3.5 4 4 4 4 4 3.5 3.5 3.5 3.5

Intervention Road Renewal Levels

60 15 15 100 4 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4 4.5

Table 8: Desirable Road Renewal Intervention Standards

2.1.7 Maintenance Standards

The objective of road maintenance is to manage the risk to the road users and to ensure that the asset service capacity continues to be available for users. This includes:

Regular inspections; Necessary maintenance and repairs; Emergency response; Adequate lighting; Removal of dead animals; Traffic control; and Accident response.

The desired maintenance standards for Council are based on intervention levels and details are provided in Table 9.

Defect type Hierarchy Location Type Intervention level

Potholes

Rural Arterial/Collector Road surface, Road Pavement, Road Shoulder

Sealed road >= 100mm in depth

Unsealed road >= 125mm in depth

Rural Access Road surface, Road Pavement, Road Shoulder



Urban Road surface, Road Pavement, Road Shoulder



Bumps & Depressions


Sealed road >= 100mm in depth/height over 4m string line

Unsealed road >= 125mm in depth/height over 4m string line



Unsealed road >= 150mm in depth/height over 4m string line



Unsealed road >= 150mm in depth/height



Page | 12

over 4m string line

Shoving, Rutting and Corrugations


Sealed road >= 100mm in depth/height under 1.2 m straight edge

Unsealed road >= 150mm in depth under 1.2m straight edge







Edge Break

Rural Arterial/Collector Road Pavement Sealed Road >=150mm from the average existing seal width

Rural Access Road Pavement Sealed Road >=150mm from the average existing seal width

Urban Road Pavement Sealed Road >=150mm from the average existing seal width

Shoulder Edge Drop Off

Rural Arterial/Collector Road Pavement Sealed Road and Unsealed Shoulder

>=100mm

Rural Access Road Pavement Sealed Road and Unsealed Shoulder

>=150mm

Urban Road Pavement Sealed Road and Unsealed Shoulder

>=100mm

Service Reinstatement

Rural Arterial/Collector Road surface, Road Pavement Sealed road >= 100mm in depth/height under 1.2m straight edge

Rural Access Road surface, Road Pavement Sealed road >= 100mm in depth/height under 1.2m straight edge

Urban Road surface, Road Pavement Sealed road >= 100mm in depth/height under 1.2m straight edge

Table 9: Desirable Road Maintenance Standards

To assist in managing the risk associated with the road network, Council will undertake inspections in accordance with Table 10. This is in addition to the “ad hoc” inspections based on customer enquiry or opportunity inspections associated with other activities.

Maintenance / Defect Inspections

Classification Frequency

Sealed Annual

Unsealed Annual

Unformed As required

Urban roads 6 monthly

Paved footpaths 6 monthly

Bridges - Level 2 3 years

Table 10: Road Inspection Standards



Page | 13

2.1.8 Road life cycle costs

Council captures all capital costs associated with road assets and undertakes revaluations as required. Maintenance costs are not tracked at the General Ledger level for individual road assets and are expensed each year.

2.1.9 Linkage to Corporate Plan

The Transport Asset & Services Management Plan is a critical link between Council’s Corporate Plan and Operational Plan / Budget. This is demonstrated in Figure 11.

Figure 9: Link to Corporate Plan

2.1.10 Road management strategy

The management strategy for the road network is based on some key objectives, each with one or more strategies associated with it. Table 11 lists these objectives and strategies.

Objective Road Network Strategy Results

Rural Urban

Pro- active management of hazards on the network

Adoption of appropriate defect intervention criteria and response times

Adequately maintained roads and reduction of hazards

Maintain the effectiveness of road drainage systems

Inspections of culverts and surface drainage in advance of the wet season

Clean out table and catch drains

Clean out culvert inlets and outlets

Effective road drainage systems

Improved safety to travelling public

Longer formation and pavement lives

Preserve the integrity of the surface

Appropriate periodic maintenance (reseals and re-sheets)

Advanced surfacing techniques where applicable (PBM seals)

Early intervention to address cracking and rutting

Condition monitoring

Reduced rehabilitation costs

Reduced rut and roughness deterioration

Extended pavement life

Improved serviceability

Improved work quality

Minimise major rehabilitation and reconstruction

Minimise traffic disruption

Stabilise pavement moisture

Drainage maintenance

Drainage structure maintenance





Corporate Plan Transport Services

Asset Management Plan

Operational Plan Budget



Page | 14

Maintain structural strength

Full depth patching

Structural overlays

Insitu stabilisation







Maintain skid resistance

Reseals Improved road safety


Sustain the network 10 Year renewal plan linked to long term financial plan

Quality plan

Performance monitoring







Sustainable services

Maintain asset information

Data capture, condition assessment and management systems

As built

Prompt inventory update

Integrated asset information systems

Up to date information for all users

Table 11: Transport Asset Management Strategies

2.1.11 Road management strategy by road link

With limited funding available to improve the road network, Council needs to target the available funding to the highest priority links without compromising safety of other road links. To achieve this each road link has an identified service strategy. The service strategies identified are:

1. Achieve Service Targets (AST); 2. Maintain Only (MO); and 3. Maintain Safety Only (MSO).

Each of these service strategies are detailed in Table 12

Level Service Strategy (1)

Details Implications Example

1 Achieve Service Targets (AST) over the investment period

Construct or acquire assets or purchase services to provide the target service levels

Assets managed under this strategy are upgraded over the investment period to achieve the target service standards.

New/Improve/Upgrade asset to achieve target service levels over the investment period.

Upgrade road from the current 60km/h environment to a 100km/h standards.

2 Achieve Renewal Standards

(2)

(ARS) during the investment period

Maintain current service levels except for upgrades because of safety/regulatory requirements

Assets managed under this strategy are renewed and maintained to sustain current service standards.

Undertake safety/regulatory improvements over the investment period.

Undertake scheduled renewal/replacement activities over

For unsealed roads undertake gravel resheets



Page | 15

the investment period.

Replace or renew critical (3)

assets before failure and major service disruptions occur.

Replace or renew other assets to meet the customer service standards.

3 Maintain Safety Only (MSO) during the investment period

Maintain assets free of defects which impinge on user safety.

Assets managed under this strategy receive minimal maintenance and are typically decommissioned in the longer term.

No renewal activities to be undertaken over the investment period.

Undertake routine maintenance activities to address hazards and to repair defects.

Manage risk to users.

Remove hazards.

An access road only serves one property

(1) Higher level strategies include the activities of lower level strategies.

(2) Different intervention and inspection criteria are adopted for critical and other assets.

(3) Critical assets are assets that cannot be allowed to fail because of the unacceptable consequences of failure.

Table 12: Link Service Strategies

Appendix D lists the adopted Service Strategy for each road link.

2.1.12 Traffic by road link (by vehicle class) and projected growth rate

Collecting traffic information consistently facilitates the strategic planning of road networks. Traffic volume, trends and vehicle classification is an important criterion to consider in choosing the appropriate road profile configuration. Traffic can vary along a link and different road profiles are appropriate. The type of vehicle using a road can have a major influence on road geometry and pavement structure.

Council currently has no quantitative traffic data and will be commencing collecting data in 2014/15 using the Austroads vehicle classification system.

2.2 Long Term Improvement Program

Council has identified those road links that require improvement (refer to Road Link Strategy Appendix F). Due to the commitment from Council to predominantly fund renewal works and limit the amount of new or upgrade works, a detailed gap analysis has not been undertaken. Selected improvement projects have been identified and these projects have been prioritised as shown in Table 13.

Road Name Start End Description Estimated Cost Priority

Kyabra Road 65.20km 84.62km Upgrade to sealed standard

$2,000,000 High

Kyabra Road 00km 84.62km Widen for safety $2,000,000 medium

Old Charleville Road 00km – 20.4km

Various sections

Upgrade to sealed standard

$1,200,000 Medium

Old Charleville Road Various locations Upgrade drainage structures

$300,000 Medium

Napoleon Road 26.40km 27.60km Realign $300,000 Medium

Adavale Charleville Road 00km 7km Upgrade to sealed standard

$1,520,000 Medium

Black Road Various locations Upgrade to sealed standard

$500,000 Low

Weber Street, Eromanga Upgrade drainage $450,000 Low



Page | 16

northern side

Table 13: Improvement Projects

2.3 Long Term Renewal Program

Details of the renewal program are provided in Appendix E.

2.4 Road Link Investment Strategies

Road Link Investment Strategies have been prepared for Council’s Local Roads of Regional Significance (LRRS) network. These strategies are provided in Appendix F.



Page | 17

3 MANAGE YOUR SERVICES AND ASSETS

3.1 Summary of Asset Management Documentation

The details and status of Council’s asset management documentation that impact on the management of Council’s transport network are summarised in Table 14.

Document Prepared / Adopted

Details Current Status

Road Network Asset Management Plan

January 2011

First generation asset management plan for Council

Data is obsolete. Plan not implemented

Asset Management Policy April 2014 Overarching policy document Current

Asset Management Strategy

August 2016 Outlines the activities that need to be undertaken and implemented to achieve the implementation of Council’s Asset Management Policy

Adopted

Transport Services Asset Management Plan

August 2016 Asset Management Plan Adopted

Road Condition Assessment Manual

2015 Manual developed by the SWRRTG Adopted

Table 14: Summary of Asset Management Documentation

3.2 Summary of Policies and Procedures

The details and status of Council’s Operational Policies that impact on the management of Council’s transport network are summarised in Table 15.

Document Prepared / Adopted

Details Current Status

E.01 Grid Policy June 2016 Grid policy Current

E.02 Register of Roads Policy

June 2016 Road register Current

E.04 Road Network Standard Policy

June 2016 Road standards Current

Table 15: Summary of Operational Policies

4 APPENDICES



Page | 18

Appendix A: Definitions

Accumulated depreciation is the aggregate at a given point in time of the depreciation expense or impairment losses recognised in respect of a depreciable asset or class of depreciable assets. Alternative definitions: A measure of the loss of service potential of an asset since the asset was acquired or constructed.

Asset is a future economic benefit controlled by Council as a result of past transactions or other past events. Alternative definition for road infrastructure assets: a physical component of a road system or network.

Asset Class Road network infrastructure assets are recognised in classes e.g. roads, bridges, capital work in progress – these are the sub-headings in the valuation as published each year in the Council annual report.

Asset Consumption is reported as depreciation expense in financial reports. It is reporting on consumption of past investments over the life cycle of the assets, which can be up to or over 100 years. Annual depreciation is a long term average and experiences minimal variation over time.

Asset Management System refers to the measuring, monitoring, evaluating, modelling and managing the performance of the road asset. The system generally includes an asset inventory, a form of condition recording system, a maintenance management system and a pavement management system.

Asset Register is a list of assets considered worthy of identification as discrete assets, with information such as location, design standard, construction date, configuration, condition, and technical details about each.

Asset Renewal is required to sustain service provision from infrastructure beyond the initial life of the asset. Asset renewal projections are estimates of cash-flow required for provision of services in the future. Asset renewal cash-flow is variable over time as it depends on services and service levels to be provided in the future, as well as the age and condition profile of the asset stock. Renewal estimates are based on the cost or renewing/replacing the asset along with expected timing of that event, in order to produce a forward cash-flow for the asset management plan. Asset renewal is restoration of the service potential of the asset and is generally planned as ‘like for like’.

Asset Renewal Projections are generally based on forecast renewal (by replacement, refurbishment or reconstruction) of assets to maintain desired service levels. Renewal projections are dependent on various factors including:

Age profile of the asset stock

Condition of the asset stock

Service level performance

Usage

Demand and augmentation need

Changing user preferences

Economics and cost of service delivery

Asset Sub-Class is group of similar assets within an asset class, e.g. road earthworks, pavement type (rigid/flexible), and surfacing (unsealed/chip seal/asphalt/concrete). Bridge asset sub-classes are defined by the dominant material and span structure types, e.g. reinforced concrete beam bridge, steel girder bridge.

Asset Upgrade increases the current level of service provided in response to increasing demand, community standards or external regulatory requirements.

Bridge is a structure built to cross an obstacle in the road network.

Bridges consist of:

structural elements such as abutments, piers, beams and decks

ancillary elements such as footways, railing, lights, etc.

Brownfield Construction involves the reconstruction of components of existing assets with restrictions of services and traffic and the need to reinstate other assets damaged in the reconstruction process and the ability to reuse existing materials.

Capitalisation is the process of bringing to account all expenditures of a capital nature in the determination of asset values.

Carriageway Width (CW): Total width of road available for use by vehicles. Includes sealed and/or unsealed shoulders, trafficable width and auxiliary lanes.

Measured between guideposts or shoulder edge or kerb faces where applicable. Measured at the surface level.

Includes all road types.

Carrying amount is the amount at which an asset is recognised after deducting any accumulated depreciation and accumulated impairment losses.



Page | 19

Commercial obsolescence is the process of an asset becoming redundant because of a fall in demand for the goods and services the asset is used to produce. See also “obsolescence” and “technical obsolescence”.

Condition based depreciation is a method of estimating the depreciation of an asset involving an assessment of the physical condition of the asset as an input.

Condition index of an infrastructure asset is an indicator of current structural integrity of an asset and its ability to deliver the remaining service potential of that asset at a point in time.

Condition Index/Score is an indicator of asset condition, formed by a mathematical combination of a number of condition parameters, using weightings to reflect the relative contribution of each condition parameter to decisions about intervention and treatment.

Condition Monitoring refers to continuous or periodic inspection, assessment, measurement and interpretation of resulting data to indicate the condition of a specific component in order to determine the need for preventative or remedial action.

Condition Parameter is a quantifiable expression of a specific defect in an asset (e.g., roughness, surface texture, skid resistance, edge break, deflection, etc are pavement condition parameters). Reporting can be either by bins or distress levels (eg, good, fair, poor, bad, etc), or on a continuous numerical scale (IRI, rut depth, crack width, % area patched, etc).

Condition Survey is the process of collecting data on the condition of an asset, eg the structural or functional condition of a pavement.

Configuration is the physical attributes of an asset that define its capacity and capabilities. For road assets, configuration may be defined by parameters such as numbers of carriageways and lanes, surface width, structure type, etc.

Corridor is a transport connection that carries people and goods between two locations. Within corridors there are specific transport links.

Cost is the amount of cash or cash equivalents paid or the fair value of the other consideration given to acquire an asset at the time of acquisition or construction or, where applicable, the amount attributed to that asset when initially recognised in accordance with the specific requirements of other Australian Accounting Standards.

Culvert is a cellular structure or a set of pipes built as part of the road network to provide drainage in case of flooding or general wet conditions. Although some very large culverts exist, because of their cellular design they are not considered to be bridges.

For the purposes of management, culverts are designated (based on TMR practice) as either major culverts or minor culverts. Major culverts are defined as culverts where each cellular opening is greater than 3m2. Other culverts not meeting this requirement may be designated as a major culvert when it requires the same inspection and maintenance regime. For instance, many corrugated piped culverts have been designated as major culverts because they require scheduled inspections for corrosion and other problems.

Current asset is an asset that:

Is expected to be realised, or is held for sale or consumption in the normal course of Council’s operating cycle.

is held primarily for trading purposes or for the short term and is expected to be realised within twelve months of the reporting date.

is cash or a cash equivalent asset which is not restricted in its use beyond twelve months or the length of the operating cycle, whichever is greater.

Current Replacement Cost of an asset or component of an asset is its cost measured by reference to the lowest cost at which the gross future economic benefits of that asset could currently be obtained in the normal course of business. This is the minimum that it would cost, in the normal course of business, to replace the existing asset with a technologically modern equivalent new asset with the same economic benefits [gross service potential], allowing for any differences in the quantity and quality of output and in operating costs.

Defect refers to visible evidence of an undesirable condition in the asset affecting serviceability, structural capacity or appearance.

Depreciable Amount is he historical cost of a depreciable asset, or other revalued amount substituted for historical cost, in the financial report, less the amount expected to be recovered on disposal of the asset at the end of its useful life (residual value). Depreciable amount is the value of economic benefits (or service potential) of the asset consumed over the asset’s useful life.

Depreciable Asset is a non-current asset having a limited useful life.

Depreciated Replacement Cost is valued at the cost of replacing the future economic benefits from that asset, adjusted to reflect the condition and other factors impacting on the asset being currently valued.



Page | 20

Depreciation is the systematic allocation of the depreciable amount of an asset over its useful life. Depreciation reports the consumption of past investments in infrastructure over their useful life.

Design Standard of Service is the target adopted by the designer for the infrastructure to deliver the required services over the estimated useful life. It needs to anticipate and allow for the natural deterioration processes. Design standards will change over time to incorporate changes in methodology/technology/safety/regulations.

Designated Standard is normally the design standard but if demand levels have dropped since design, it is the standard appropriate to meet projected demand. In the longer term, the designated standard can be lower but not higher than design.

Deterioration Rate is the rate of change in asset condition from one year to another. Note that the rate typically varies over time and therefore may also be referred to as the "deterioration curve"

Economic Benefits measure the contribution of the Council road network to personal and commercial mobility including freight. They are a reflection of the capacity of the road network to deliver Council’s objectives in terms of the liveability of communities, economic and regional development, safe travel conditions, transport costs and ecologically sustainable transport solutions.

Economic Life of an asset is the period from its initial construction or reconstruction until the asset is no longer usable or ceases to provide economic benefits.

External Factors are factors external to the road authority that impact on the link.

Fair Value is defined by ASSB116 as “the amount for which an asset could be exchanged between knowledgeable, willing parties in an arm’s length transaction.” Fair value is the fundamental accounting principle which underpins asset valuation for financial statements. Normally an asset’s fair value is its market value

For infrastructure assets, where no market exists, or the item is rarely sold (except as part of a continuing business) fair value is estimated using either a depreciated replacement cost or a discounted cash flow approach (future costs and benefits).

Fitness for Purpose is a design approach whereby road improvements are planned so as to address basic priority stakeholder needs. Typically, no engineering design is undertaken for geometry or pavement and the current width standards may not be met. Utilisation is often made of local materials rather than manufactured materials.

Formation Width (FW): Width from formation edge point to formation edge point (rural roads) and kerb face to kerb face (sealed urban roads). For sealed roads, formation width effectively equals carriageway width. For unsealed roads, formation width does not include the verge and / or batter outside of the shoulder point.

Measured at the subgrade or formation level.

Includes all road types.

Formation / Earthworks include general earthworks preparation, excavation, embankment, sub grade treatments and backfill materials. It excludes land resumptions (these are reported by the Department of Environment and Resource Management).

Gap Analysis is a process of comparing the existing condition and configuration of an asset with those necessary to achieve the required service level standards.

Greenfield is defined as a project that lacks any constraints imposed by prior work or construction on Greenfield land where there is no need to remodel or demolish an existing structure.

Impairment Loss is the amount by which the carrying amount of an asset exceeds its recoverable amount.

Improvement Works include works primarily related to improving the asset standard. For example, road widening to meet increased traffic demand.

Infrastructure is a collective term for assets such as highways, roads, bridges, ports, harbours, dams, railways, etc. For example, non-current assets can be classified as property, plant, equipment, or infrastructure. Infrastructure comprises roads and bridges, including capital work in progress. Buildings form part of property assets.

Infrastructure Assets are “composite assets” where the life of the whole may be infinitely extended by the replacement of component parts; and the “demand” for the service that the asset provides is anticipated to continue indefinitely.6

Internal Factors are factors internal to the road authority that impact on the link.

International Roughness Index (IRI) is a measure of roughness developed in the 19805 by the World Bank and adopted by the World Road Association (PIARC) and Austroads. IRI is a numerical representation of a road profile, designed to replicate the traditional roughness measures obtained form response type road roughness measuring systems such as the NAASRA roughness meter.

Intervention is triggered when an asset cannot continue to do what its users want it to do. This definition treats the



Page | 21

concept of intervention as it applies to an asset as a whole. In practice, an asset may serve many functions; it is more accurate to talk about functional intervention. A functional intervention is required when any asset cannot fulfil a function to a standard of performance which is acceptable to the user. Intervention is generally required when the level of service provided is less than the designated standard of service; the service is no longer required; the service can be provided more cost effectively by alternative systems or the cost of providing the service to the designated standard is no longer commercially viable.

Levels of Service are a measure of operational conditions at a point in time for a particular function that an asset provides. Assets perform many functions. There is one primary function and often many secondary functions. The level of service describes these conditions in terms of capacity, quality, safety, frequency and reliability. The actual level of service delivered at a point in time will vary depending on the applicable deterioration factors for a particular asset. Normally higher levels of service are achieved early in the asset life with a gradual deterioration over time.

Link can be defined as a road, part of a road or even a group of roads performing the same function.

Link Function is the role of the link in the road network in terms of access (residential, commercial and industrial), traffic collection and distribution, freight collection and movement, cycle and pedestrian movement and public transport.

Link Investment Strategy is a document that details the desired road network characteristics to service demand over a future timeframe and the planned investment (usually 20 years).

Link Status summaries the current development standard of the link.

Link Vision describes what the link will look like at the end of the investment period.

Local Roads of Regional Significance (LRRS) is a network of lower order state controlled roads (generally district roads with some exceptions) and the higher order Local Government roads (primary and secondary roads) performing similar functions.

Long Term Development Strategy is a description of how the link will be managed and developed in the long term.

Maintenance is that activity that ensures that physical assets continue to do what their users want them to do. Maintenance ensures that the asset service capacity is available for users. In practice this requires ensuring that the performance or service level provided by the asset is at least above the minimum standard required by the user.

Maintenance is all actions necessary for retaining an asset as near as practicable to its original configuration and condition, or reducing its deterioration.

Multi-Criteria Analysis (MCA) is a process of project evaluation that endeavours to take account of all relevant impacts, including non-monetary impacts (for example, social equity and environmental impacts.

Network Level refers to a type of road condition survey or data analysis where the main purpose is to monitor network performance or assist with asset management decisions, as distinct from project decisions.

Non-current asset is an asset which has a useful life extending over more than one reporting period. A reporting period is usually one year. Road infrastructure is a non-current asset. Every asset must be either a current asset or a non-current asset. See also “current asset”.

Obsolescence / Impairment is a portion of depreciation caused by the asset losing service potential because the asset is becoming obsolete (either technical obsolescence or commercial obsolescence), as distinct from the service potential being consumed. See also “commercial obsolescence” and “technical obsolescence”.

Pavement is the portion of the road placed above the sub grade to support and form a running surface for vehicular traffic. A pavement usually comprises sub-base, base and wearing surface layers. For valuation purposes, pavement may include other ancillary assets with similar useful lives.

Periodic Maintenance refers to treatments conducted at fairly regular intervals of longer than one year. (Resealing is the most common form of periodic maintenance for pavements).

Prioritisation is a method of putting proposals on a list indicating which are to be funded first.

Program Development is a collective process that encompasses investment strategy development, project prioritisation, works program delivery and road safety risk management to assist with the effective management of the Local Roads of Regional Significance.

Programmed Maintenance involves scheduled maintenance projects which require preparation of approved documentation.

Project Level is a type of condition survey or data analysis where the main purpose is to assist with decisions about proposals for a specific project on a short length of road, as distinct from network decisions.

Projected outcomes provide a summary of the expected key service outcomes achieved by the project.



Page | 22

Recognise in valuation terminology refers to whether an asset is included in the financial statements. An asset is said to be “recognised” if its value is included in the financial statements of the entity.

Recoverable Amount of an asset is the higher of its fair value less costs to sell and its value in use.

Rehabilitation is a treatment process which restores the service capacity of an asset to “near new” condition for the purpose of improving the structural condition of the asset (e.g. pavement) so that it may be expected to function at a satisfactory level of service for a further period of time.

Rehabilitation involves major surfacing action or pavement treatment for the purpose of restoring the structural condition of the pavement, to near its original as constructed or design condition. It also includes restoration works to other road assets including bridges and culverts.

Remaining Useful Life (RUL) is the estimated remaining life of the asset expressed in years or other units as appropriate. It is the estimated period of time from the date of valuation over which the depreciable asset is expected to be used before reaching the point where some form of intervention is required, or before it is taken out of service. It represents the remaining service potential of the asset. Rehabilitation will increase remaining service potential and increased loading will decrease remaining service potential. The concept of remaining useful life can be applied to all intervention modes. Remaining useful life is also used to calculate the probability of intervention at a point of time.

Renewal is defined as the refurbishment or replacement of an infrastructure asset which restores service potential.

Renewal means the rehabilitation process which restores an existing asset component to “near new” condition so that it may be expected to function at a satisfactory level of service for a further period of time. e.g. by renewing the components of the road asset (surfacing, pavement). It is generally undertaken with constraints imposed by use, traffic or development restrictions on the site.

Renewal Cost means the cost required to restore the service potential of existing asset components.

Replacement of a road asset involves a capital investment to replace an existing asset. In practice this has generally resulted in an improvement to the level of service and may involve improving geometry (configuration) and/or a change in location. Any differences in service potential need to be adjusted for in estimating the replacement value of the existing asset.

Replacement Construction is defined as a project that replaces the service potential (same capacity, size, standards) of existing assets in an efficient manner.

Replacement construction means in terms of replacement valuations:

Includes replacing the service potential of the existing road infrastructure (earthworks, pavement, drainage, surfacing, structures, other road assets) (excludes land).

Connectivity to other roads, service roads, driveways assuming a 20m radius from the edge of the road.

Traffic control based on a new road without current usage by the public.

Replacement Cost is the current estimate of the cost of replacing an asset to provide a similar service potential to that of the existing asset. (See also Current replacement Cost)

Replacement cost can be determined either as the cost per unit of future economic benefit of the most appropriate modern replacement facility, adjusted for any differences in production capacity, utility (whether volume, load or safety related, other than necessary to comply with current statutory requirements) and useful life, or as the cost of reproducing or replicating the future economic benefits of the asset.

Reseals are a sprayed seal applied to a surface which has an existing seal.

Residual Value is the estimated amount that would be obtained today from disposal of the asset, after deducting the estimated costs of disposal, if the asset were already of the age and in the condition expected at the end of its useful life. The amount expected to be recovered on disposal of an asset (after deducting the estimated costs of disposal) at the end of its useful life.

Revaluation is the process for the reassessment of the estimates (including useful live, market prices, condition of asset) supporting the carrying amount of a non-current asset as at a particular date. Revaluations can be either “comprehensive” or “interim”.

Comprehensive revaluations involve a thorough re-assessment of the value of each asset by appropriate experts. Interim revaluations involve the use of an index that reflects movements in the price of assets similar to those being revalued. Comprehensive revaluations are required at least every five years. Interim revaluations are required in each year in which a comprehensive revaluation is not conducted.

Risk Management is the term applied to a logical and systematic method of establishing the context, identifying, analysing, evaluating, treating, monitoring and communicating risk associated with any activity, function or process in a way that will enable organisations to minimise losses and maximise opportunities. Risk management is



Page | 23

recognised as an integral part of good management practice.

Road: One or more road segments performing the same function. Roads consist of road segments.

Road Component: For roads, the formation, pavement, surfacing. For structures: the deck, superstructure, substructure, foundations.

Road Link: A road, one or more road segments or a group of roads performing the same function. Road links consist of roads or segments of roads.

A Road Management Strategy targets available funding to comply with safety/regulatory requirements and to align with Council priorities.

Road Network: The total road network in a country, state, region or area. Road networks consist of road links.

Road Segment: A section of road of consistent service standard. Road segments consist of assets, features or measures. Road segments can be part of a road and multiple road links.

A Road Segment is a piece of road with its own data in the asset register. For asset management purposes, the road network is divided into segments selected on the basis of general homogeneity of physical characteristics and configuration, surface/pavement type, age and condition.

Routine Maintenance refers to basic maintenance that is delivered and paid on outputs, not inputs under Road Maintenance Performance Contract (RMPC) arrangements.

Service driver is the reason that intervention needs to be considered at this time. Drivers are normally couched in negative terms such as “climate change is demanding new ways of living in Australia”. A driver should capture the essence of what is broken and the consequence if it is not fixed.

Service Level is a generic term used to describe the quality of services provided by the asset under consideration. Road agencies usually define levels of service in terms of the convenience of travel and safety performance of the road network. Depending upon various factors such as demand or importance, a high level of service may be required for some assets compared to other.

Service potential is defined as economic benefit to be used over the life of an asset. i.e. an asset represents stored service potential.

Service Potential is the economic benefits expected to be received from the asset over its remaining useful life. Note: The term “service potential” is synonymous with “future economic benefits”.

Service rate is the rate of consumption or the deterioration of service potential at a point in time.

Short Term Development Strategy is a description of how the link will be managed and developed in the short term (3 to 5 years).

Shoulder is the portion of the carriageway beyond the traffic lanes, and contiguous and flush with the surface of the pavement.

Standard of service or performance standard describe what the services users want it to do and are used to determine the service level target adopted ( design or designated8) as the current appropriate target to be met for the asset at a point in time. The design standard of service adopted needs to anticipate and allow for the natural deterioration processes and represents a minimum performance standard over the life of the asset9. When an asset deteriorates below the designated standard of service it needs to be renewed.

Statement of Intent is a succinct document that outlines a road or link's existing condition and function as well as the road or link's future function and likely 20 year vision standard.

Strategic refers to applying an integrated, long-term and holistic view to an issue or set of issues.

Strategic asset management is concerned with the management of the infrastructure assets of an organisation by implementing service management strategies, which achieve the target standards and optimise remaining service potential.

Structures are defined as all bridges and major culverts greater than 1.8m high and 3m2 in area.

Surfaced Width (SW): Total width of surface material. Inclusive of trafficable width and sealed shoulders where applicable. Surface types include asphalt, spray seal and concrete. Not applicable to gravel, formed or unformed roads. Measured between the edges of the surface.

Surfacing is the uppermost part of the pavement or bridge deck specifically designed to resist abrasion from traffic and to minimise the entry of water. It is sometimes referred to as the wearing surface.

For valuation purposes, surfacing is split into five types:

unsealed: an unsealed surface, whether unformed, formed, or paved, has zero value

chip seal: all bituminous surface elements which are not asphalt or concrete, including sprayed and slurry



Page | 24

surfacing, nova-chip seals, geotextile seals and polymer modified seals

asphalt: the top 50mm of all types of asphalt

concrete: used to identify different surface lives of concrete pavements.

pavers: all segmented surfaces (concrete, clay or stone)

Technical Obsolescence is the process of an asset becoming redundant because of the potential of a newer asset to be more effective or to provide the same service more efficiently.

Terminal Condition is the value of a condition parameter or index which defines end of useful life of an asset. It represents the intervention point based on condition. For example, a pavement is considered to have reached the end of its useful life when its roughness exceeds the residual values derived in the Council’s asset management plan.

Trafficable Width (TW): Width of through lanes (or specified lanes) or gravelled surface (unsealed roads) assigned to moving traffic. Not applicable to formed or unformed roads.

Measured between:

- painted edgelines if marked, or

- edge of sealed area if edgelines not marked,

- seven metres where wide surfacing exists on marked two lane road,

- gravel width on unsealed roads

Useful Life is the estimated period of time over which the economic benefits embodied in a depreciable asset are expected to be consumed, or the estimated total service, expressed in terms of production or similar units, that is expected to be obtained from the asset.

Note: This is the useful life to the reporting entity. It may be shorter than the economic life.

Valuation of Assets is the process of attributing a value to an asset as a measure of its service potential, for the purposes of recognising the asset in corporate financial statements and assisting in financial planning for the ongoing management of the asset.

Written Down Value (also called carrying amount or net book value or fair value) is the value recorded against an asset or class of assets in the accounting records as at a particular date. For a depreciable asset, carrying amount means the net amount after deducting accumulated depreciation from the gross replacement cost. This term for a class of assets, represents the sum of the carrying amounts of the individual assets in that class. For roads infrastructure, the written down value is the depreciated replacement cost or fair value.



Page | 25

Appendix B: Asset Data Capture Forms

MGA 94 Zone: 54: □ 55: □ Collected By: Date:

Road_Name: Road_Number:

GIS_ID New: □ Existing: rdSEG . . New: □ Existing: rdSEG . . New: □ Existing: rdSEG . .

Segment_Number New: □ Existing: . . New: □ Existing: . . New: □ Existing: . .

Segment_Code New: □ Existing: . . New: □ Existing: . . New: □ Existing: . .

Chainage_Start_km km km km

Chainage_Finish_km km km km

Length_km km km km

Start_MGA_94_Easting

Start_MGA_94_Northing

Finish_MGA_94_Easting

Finish_MGA_94_Northing

Survey_Status Fixed: □ Floating: □ Other: □ Fixed: □ Floating: □ Other: □ Fixed: □ Floating: □ Other: □

Formation Formed: □ Unformed: □ Formed: □ Unformed: □ Formed: □ Unformed: □

Formation_Material Black Soil: □ Loam: □ Natural: □ NA: □ Black Soil: □ Loam: □ Natural: □ NA: □ Black Soil: □ Loam: □ Natural: □ NA: □

Formation_Width_m m m m

Formation_Condition_Rating 1: □ 2: □ 3: □ 4: □ 5: □ 0: □ 1: □ 2: □ 3: □ 4: □ 5: □ 0: □ 1: □ 2: □ 3: □ 4: □ 5: □ 0: □

Gravel_PavementManufactured: □ Red: □ White: □

Loam: □ Other: □ Unknown: □ NA: □

Manufactured: □ Red: □ White: □


Manufactured: □ Red: □ White: □


Gravel_Width_m m m m

Gravel_Condition_Rating 1: □ 2: □ 3: □ 4: □ 5: □ 0: □ 1: □ 2: □ 3: □ 4: □ 5: □ 0: □ 1: □ 2: □ 3: □ 4: □ 5: □ 0: □

Year_Resheeted

Seal_Type Spray Seal: □ Asphalt: □ NA: □ Spray Seal: □ Asphalt: □ NA: □ Spray Seal: □ Asphalt: □ NA: □

Seal_Width_m m m m

Seal_Condition_Rating 1: □ 2: □ 3: □ 4: □ 5: □ 0: □ 1: □ 2: □ 3: □ 4: □ 5: □ 0: □ 1: □ 2: □ 3: □ 4: □ 5: □ 0: □

Year_Resealed

Distress_Mode_1

Comments_1

Distress_Mode_2

Comments_2

Distress_Mode_3

Comments_3

Remarks

Photo_Reference

Notes: For Gravel or Seal rows when not appropriate record NA

If any "Other" selected or irregularities record in comments

Only tick one box whichever is the most appropriate

Distress Modes

None Low Crossfall Cracking Oversized Stones

Unknown Thin Gravel Bleeding Marble Rock Surface

Other Thin Seal Edge failure Erosion

Rutting Poor Drainage Vegetation

Corrugation Poor Table Drains Trees close to road

Pot Holes Bull Dust Faded Linemarking

Asset Form #1.1 - Road Segment Inspection Form



Page | 26


GIS_ID New: □ Existing: rdFLW . . New: □ Existing: rdFLW . . New: □ Existing: rdFLW . .

Road_Name

Road_Number

Length_km km km km







Material

Concrete: □ Stone: □

Spray Seal: □ Stabilised Pavement: □

Other: □ Unknown: □







Scour_Protection

Grass: □ Concrete: □

Stone Pitched: □ Placed Rock: □

Grouted Rock: □ Earth: □

Revetment Mattress: □ Gabion: □

Unknown: □ Other: □











Sign Yes: □ No: □ Damaged: □ NA: □ Yes: □ No: □ Damaged: □ NA: □ Yes: □ No: □ Damaged: □ NA: □

Reflectors Yes: □ No: □ Damaged: □ NA: □ Yes: □ No: □ Damaged: □ NA: □ Yes: □ No: □ Damaged: □ NA: □

Condition_Rating 1: □ 2: □ 3: □ 4: □ 5: □ 0: □ 1: □ 2: □ 3: □ 4: □ 5: □ 0: □ 1: □ 2: □ 3: □ 4: □ 5: □ 0: □

Distress_Mode_1

Comments_1

Distress_Mode_2

Comments_2

Distress_Mode_3

Comments_3

Remarks

Year_Constructed

Photo_Reference

Notes: If any "Other" selected or irregularities record in comments


Distress Modes

None Rutting Thin Seal Vegetation

Unknown Corrugation Poor Drainage Damaged Batter Protection

Other Pot Holes Poor Table Drains Debris

Erosion Low Crossfall Cracking Surface

Edge failure Thin Gravel Pooled Water

Asset Form #1.2 - Floodway Inspection Form



Page | 27


GIS_ID New: □ Existing: rdBRI . . New: □ Existing: rdBRI . . New: □ Existing: rdBRI . .

Road_Name

Road_Number

Bridge_Name

Length_km km km km


Chainage_End_km km km km






Spans

Width_m m m m

Super_Structure_MaterialConcrete: □ Steel: □ Timber: □

Other: □ Unknown : □ NA: □

Concrete: □ Steel: □ Timber: □




Sub_Structure_MaterialConcrete: □ Steel: □ Timber: □






Guard_Rail Yes: □ No: □ Damaged: □ NA: □ Yes: □ No: □ Damaged: □ NA: □ Yes: □ No: □ Damaged: □ NA: □

Scour_Protection





Unknown: □ NA: □











Sign Yes: □ No: □ Damaged: □ NA: □ Yes: □ No: □ Damaged: □ NA: □ Yes: □ No: □ Damaged: □ NA: □Reflectors Yes: □ No: □ Damaged: □ NA: □ Yes: □ No: □ Damaged: □ NA: □ Yes: □ No: □ Damaged: □ NA: □


Distress_Mode_1

Comments_1

Distress_Mode_2

Comments_2

Distress_Mode_3

Comments_3

Remarks

Year_Constructed

Photo_Reference

Notes: If any "Other" selected or irregularities record in comments


Distress Modes

None Rotting Timber Poor Sight Distance Damaged Batter Protection

Unknown Damaged Asset Cracking Surface Debris

Other Low Crossfall Structural Damage

Erosion Poor Drainage Pooled Water

Edge failure Poor Table Drains Vegetation

Asset Form #1.3 - Bridge Inspection Form



Page | 28


GIS_ID New: □ Existing: rdGRI . . New: □ Existing: rdGRI . . New: □ Existing: rdGRI . .

Road_Name

Road_Number

Chainage_km km km km

MGA_94_Easting

MGA_94_Northing


Asset_Sub_Class Grid: □ Gate : □ Other: □ Grid: □ Gate : □ Other: □ Grid: □ Gate : □ Other: □

Width_m m m m

Sign Yes: □ No: □ Damaged: □ NA: □ Yes: □ No: □ Damaged: □ NA: □ Yes: □ No: □ Damaged: □ NA: □

Reflectors Yes: □ No: □ Damaged: □ NA: □ Yes: □ No: □ Damaged: □ NA: □ Yes: □ No: □ Damaged: □ NA: □

GRID_Type Steel: □ Timber: □ Other: □ NA: □ Steel: □ Timber: □ Other: □ NA: □ Steel: □ Timber: □ Other: □ NA: □

GRID_Side_Wall_Type

Steel Beams/Bars: □ Timber: □

Corrugated Iron: □ Fencing Mesh: □

Guardrail: □ Other: □ NA: □







GATE_Type Single: □ Double: □ Other: □ NA: □ Single: □ Double: □ Other: □ NA: □ Single: □ Double: □ Other: □ NA: □


Distress_Mode_1

Comments_1

Distress_Mode_2

Comments_2

Distress_Mode_3

Comments_3

Remarks

Year_Constructed

Photo_Reference

Notes: For Grid or Gate rows when not appropriate record NA



Distress Modes

None Edge failure Damaged Fence Pooled Water

Unknown Rotting Timber Poor Table Drains Vegetation

Other Damaged Asset Cracking Damaged Batter Protection

Erosion Poor Drainage Structural Damage Debris

Asset Form #1.4 - Grid and Gate Inspection Form



Page | 29


Road_Name: Road_Number:

GIS_ID New: □ Existing: rdSIG . . New: □ Existing: rdSIG . . New: □ Existing: rdSIG . .


MGA_94_Easting

MGA_94_Northing


Sign_Type

Speed: □ Regulatory: □ Warning: □

Guide: □ Hazard: □

LED or Digital Sign: □ Other: □







Existing Yes: □ Damaged : □ Missing: □ Yes: □ Damaged : □ Missing: □ Yes: □ Damaged : □ Missing: □


Distress_Mode_1

Comments_1

Distress_Mode_2

Comments_2

Remarks

Year_Constructed

Photo_Reference

GIS_ID New: □ Existing: rdSIG . . New: □ Existing: rdSIG . . New: □ Existing: rdSIG . .





Sign_Type










Existing Yes: □ Damaged : □ Missing: □ Yes: □ Damaged : □ Missing: □ Yes: □ Damaged : □ Missing: □


Distress_Mode_1

Comments_1

Distress_Mode_2

Comments_2

Remarks

Year_Constructed

Photo_Reference

Notes: Only tick one box whichever is the most appropriate


Record type of sign if damaged for replacement purposes

Distress Modes

None Vegetation Facing Wrong Direction Graffiti

Unknown Knocked Over Wrong Sign for Location Pealing Surface

Other Missing Sign Wrong Location Damage

Faded Bent Post Bullet Holes LED Lights Not Working

Asset Form #1.5 - Sign Inspection Form



Page | 30

Appendix C: Asset Register Structure

a) Roads

Road Segment Floodway Bridge Grid Sign

Row_ID Row_ID Row_ID Row_ID Row_ID

GIS_ID GIS_ID GIS_ID GIS_ID GIS_ID

Road_Name Road_Name Road_Name Road_Name Road_Name

Road_Number Road_Number Road_Number Road_Number Road_Number

Segment_Number Length_km Bridge_Name Chainage_km Chainage_km

Segment_Code Chainage_Start_km Length_km MGA_94_Easting MGA_94_Easting

Chainage_Start_km Start_MGA_94_Easting Chainage_Start_km MGA_94_Northing MGA_94_Northing

Chainage_Finish_km Start_MGA_94_Northing Chainage_End_km Survey_Status Survey_Status

Length_km Finish_MGA_94_Easting Start_MGA_94_Easting Asset_Sub_Class Sign_Type

Start_MGA_94_Easting Finish_MGA_94_Northing Start_MGA_94_Northing Width_m Existing

Start_MGA_94_Northing Survey_Status Finish_MGA_94_Easting Sign Condition_Rating

Finish_MGA_94_Easting Material Finish_MGA_94_Northing Reflectors Distress_Mode_1

Finish_MGA_94_Northing Scour_Protection Survey_Status GRID_Type Comments_1

Survey_Status Sign Spans GRID_Side_Wall_Type Distress_Mode_2

Formation Reflectors Width_m GATE_Type Comments_2

Formation_Material Condition_Rating Super_Structure_Material Condition_Rating Distress_Mode_3

Formation_Width_m Distress_Mode_1 Sub_Structure_Material Distress_Mode_1 Comments_3

Formation_Condition_Rating Comments_1 Guard_Rail Comments_1 Remarks

Gravel_Pavement Distress_Mode_2 Scour_Protection Distress_Mode_2 Construction_Date

Gravel_Width_m Comments_2 Sign Comments_2 Date_Captured

Gravel_Condition_Rating Distress_Mode_3 Reflectors Distress_Mode_3 Captured_By

Year_Resheeted Comments_3 Condition_Rating Comments_3 Photo_Reference

Seal_Type Remarks Distress_Mode_1 Remarks

Seal_Width_m Construction_Date Comments_1 Construction_Date



Page | 31

Seal_Condition_Rating Date_Captured Distress_Mode_2 Date_Captured

Year_Resealed Captured_By Comments_2 Captured_By

Distress_Mode_1 Photo_Reference Distress_Mode_3 Photo_Reference

Comments_1 Comments_3

Distress_Mode_2 Remarks

Comments_2 Construction_Date

Distress_Mode_3 Date_Captured

Comments_3 Captured_By

Remarks Photo_Reference

Date_Captured

Captured_By

Photo_Reference

b) Stormwater Drainage

Structure Pipe End Structure

Row_ID Week_ID Row_ID

GIS_ID GIS_ID GIS_ID

MGA_94_Easting US_Invert_Level MGA_94_Easting

MGA_94_Northing DS_Invert_Level MGA_94_Northing

Surface_Level_m US_MGA_94_Easting Invert_Level_m

Invert_Level_m US_MGA_94_Northing Survey_Status

Survey_Status DS_MGA_94_Easting Prodominant_Material

Structure_Sub_Class DS_MGA_94_Northing Inlet_Outlet

Chamber_Material Length_m Headwall_Height_m

Chamber_Shape Survey_Status Wingwall

Chamber_Dimensions_m Asset_Sub_Class Wingwall_Lenght_m

Depth_m Pipe_Structure_Shape Wingwall_Thickness_m

MH_Lid_Shape Pipe_Diameter_mm Apron



Page | 32

MH_Lid_Type Box_Width_mm Outlet_Protection

PIT_Inlet_Type Box_Height_mm Structural_Condition

PIT_Grate Number_Of_Barrels Serviceability_Condition

PIT_Grate_Shape Cell_ Count Distress_Mode_1

PIT_Grate_Material Cell_Lenght_m Comments_1

PIT_Grate_Dimension_m Culvert_Road Distress_Mode_2

PIT_Lintel Culvert_Chainage_km Comments_2

PIT_Lintel_Length_m Material Distress_Mode_3

Structural_Condition Structural_Condition Comments_3

Serviceability_Condition Serviceability_Condition Remarks

Distress_Mode_1 Distress_Mode_1 Year_Constructed

Comments_1 Comments_1 Date_Captured

Distress_Mode_2 Distress_Mode_2 Captured_By

Comments_2 Comments_2 Photo_Reference

Distress_Mode_3 Distress_Mode_3

Comments_3 Comments_3

Remarks Remarks

Year_Constructed Year_Constructed

Date_Captured Date_Captured

Captured_By Captured_By

Photo_Reference

c) Other

Gravel Pit Water Point

Row_ID Row_ID

GIS_ID GIS_ID

Road_Name Road_Name

Road_Number Road_Number



Page | 33

Chainage_km Chainage_km

Surface_Area_m2 MGA_94_Easting

C1_MGA_94_Easting MGA_94_Northing

C1_MGA_94_Northing Survey_Status

C2_MGA_94_Easting Property_Name

C2_MGA_94_Northing Contact_Details

C3_MGA_94_Easting Type

C3_MGA_94_Northing Water_Course_Name

C4_MGA_94_Easting Capacity

C4_MGA_94_Northing Condition_Rating

Survey_Status Distress_Mode_1

Property_Name Comments_1

Gravel_Type Distress_Mode_2

Cultural_Heritage_Approved Comments_2

Area_HEC_m2 Distress_Mode_3

Distance_To_Water_km Comments_3

In_Wild_Rivers_Area Remarks

Dry_CBR Construction_Date

Soaked_CBR Date_Captured

Maximum_Dry_Density Captured_By

Optimum_Moisture_Content Photo_Reference

Plastic_Limit

Plastic_Index

Liquid_Limit

Particle_Size_Distribution_Average

UCS_1#5MPA

Licenced



Page | 34

Condition_Rating

Distress_Mode_1

Comments_1

Distress_Mode_2

Comments_2

Distress_Mode_3

Comments_3

Remarks

Construction_Date

Date_Captured

Captured_By

Photo_Reference



Page | 35

Appendix D: Road Link Classification & Service Strategy

Road No. Classification Link Strategy

Urban Roads

Aerodrome Road (Windorah Road to Car Park) Road No. 115 9A - Urban Access (Industrial / Commercial)

Achieve Renewal Standards

Anzac Drive Road No. 121 9A - Urban Access (Industrial / Commercial)


Beef Road (south off end Sommerfield Rd) Road No. 114 9B - Urban Access (Residential) Achieve Renewal Standards

Boobook Place Road No. 120 9B - Urban Access (Residential) Achieve Renewal Standards

Boonkai Street (Gyrica to Chipu) Road No. 102 9B - Urban Access (Residential) Achieve Renewal Standards

Brolga Street (Gyrica to Sommerfield Rd) Road No. 101 9A - Urban Access (Industrial / Commercial)


Bulnbuln Street (Brolga to Galah) Road No. 110 9B - Urban Access (Residential) Achieve Renewal Standards

Cemetery Road (Rubbish Dump Rd to Cemetery Rd)

Road No. 119 9A - Urban Access (Industrial / Commercial)


Chipu Street (Brolga to Winchu) Road No. 108 9B - Urban Access (Residential) Achieve Renewal Standards

Chipu Street (Winchu to Sommerfield) Road No 108 9B - Urban Access (Residential) Achieve Renewal Standards

Chulangra Street (Brolga to Bulloo Park) Road No. 111 9B - Urban Access (Residential) Achieve Renewal Standards

Dukamurra Street (Brolga to Galah Rd) Road No. 109 9B - Urban Access (Residential) Achieve Renewal Standards

Dukamurra Street (Galah to Sommerfield Rd) Road No. 109 9B - Urban Access (Residential) Achieve Renewal Standards

Eagle Drive (Windorah Rd to Golf) Road No. 117 9A - Urban Access (Industrial / Commercial)


Galah Street (Bulnbuln to Chipu) Road No. 107 9B - Urban Access (Residential) Achieve Renewal Standards

Gyrica Street (Brolga to Winchu) Road No. 112 9B - Urban Access (Residential) Achieve Renewal Standards

Jabiru Street (Gyrica to Chipu) Road No. 104 9B - Urban Access (Residential) Achieve Renewal Standards

Kookaburra Street Road No. 502 9B - Urban Access (Residential) Achieve Renewal Standards

Larkins Road Road No. 114 Minor Access Maintain Safety Only

Pegler Street (Bulnbuln to Chipu) Road No. 106 9B - Urban Access (Residential) Achieve Renewal Standards

Quarrion Street (Gyrica to Chipu) Road No. 103 9B - Urban Access (Residential) Achieve Renewal Standards

Rubbish Dump Road Road No. 118 9A - Urban Access (Industrial / Commercial)


Sommerfield Road (Brolga to End) Road No. 113 9A - Urban Access (Industrial / Commercial)

Achieve Service Targets

Trucking Yards Road (Brolga to Trucking Yards) Road No. 116 9A - Urban Access (Industrial / Commercial)


Winchu Street (Gyrica to Chipu) Road No. 105 9B - Urban Access (Residential) Achieve Renewal Standards

Congo Street (Stanley to Thargomindah Rd) (Toompine Access)

Road No. 501 9B - Urban Access (Residential) Achieve Renewal Standards

Blackwater Street (McKinlay to Hospital Rd) Road No. 303 9B - Urban Access (Residential) Achieve Renewal Standards

Blackwater Street (Shepherd to Nelson) Road No. 303 9B - Urban Access (Residential) Achieve Renewal Standards

McKinlay Street (Skinner to Dutton) Road No. 314 9B - Urban Access (Residential) Achieve Renewal Standards

Nelson Street (Skinner to Blackwater) Road No. 315 9B - Urban Access (Residential) Achieve Renewal Standards

Shepherd Street (Skinner to Cudmore) Road No. 313 9B - Urban Access (Residential) Achieve Renewal Standards

Blakeney Street (Charleville - Cheepie Rd to Onion creek Rd) (Access through Cheepie)


Mumberry Road (Blakeney to Paroo) (Included in Adavale Cheepie road)


Berella Street (King to deacon) Road No. 202 9B - Urban Access (Residential) Achieve Renewal Standards

Burt Street (Berella to Mitchell) Road No. 211 9B - Urban Access (Residential) Achieve Renewal Standards



Page | 36

Deacon Street (Berella to Mitchell) Road No. 214 9B - Urban Access (Residential) Achieve Renewal Standards

Donald Street (Berella to Mitchell) Road No. 213 9B - Urban Access (Residential) Achieve Renewal Standards

King Street (Berella to Mitchell) Road No. 210 9B - Urban Access (Residential) Achieve Renewal Standards

Mitchell Street (King to Deacon) Road No. 201 9B - Urban Access (Residential) Achieve Renewal Standards

Neal Street (Berella to Mitchell) Road No. 212 9B - Urban Access (Residential) Achieve Renewal Standards

Webber Street (King to Burt) Road No. 200 9A - Urban Access (Industrial / Commercial)

Achieve Service Targets

Rural Roads

Adavale – Airport Road Road No. 20 5A - Rural Access (Primary) Achieve Renewal Standards

Adavale – Charleville Road Road No. 70 4A - Rural Collector (Major) Achieve Service Targets

Adavale Black Road Road No. 25 4B - Rural Collector (Minor) Achieve Renewal Standards

Adavale Link Road Road No. 21 4B - Rural Collector (Minor) Achieve Renewal Standards

Ambathella Road Road No. 23 4B - Rural Collector (Minor) Achieve Renewal Standards

Arranfield Road Road No. 81 5B - Rural Access (Secondary) Achieve Renewal Standards

Belombre Road Road No. 59 5B - Rural Access (Secondary) Achieve Renewal Standards

Beltram Park Road Road No. 45 5A - Rural Access (Primary) Achieve Renewal Standards

Big Creek Road (00km to 40.5km Wareo Road) Road No. 17 4B - Rural Collector (Minor) Achieve Renewal Standards

Big Creek Road (40.5km Wareo Road to end) Road No. 17 5A - Rural Access (Primary) Achieve Renewal Standards

Boondook Road Road No. 83 5B - Rural Access (Secondary) Achieve Renewal Standards

Boondoon Road Road No. 61 5B - Rural Access (Secondary) Achieve Renewal Standards

Boran Road Road No. 39 5B - Rural Access (Secondary) Achieve Renewal Standards

Bowallie - Tobermory Road Road No. 82 5B - Rural Access (Secondary) Achieve Renewal Standards

Canaway Downs Road Road No. 26 5B - Rural Access (Secondary) Achieve Renewal Standards

Cane Grass Road Road No. 49 5B - Rural Access (Secondary) Achieve Renewal Standards

Cheepie – Adavale Road Road No. 27 4A - Rural Collector (Major) Achieve Renewal Standards

Cheepie Access Road Road No. 87 5A - Rural Access (Primary) Achieve Renewal Standards

Colac Road Road No. 64 5B - Rural Access (Secondary) Achieve Renewal Standards

Congie Road Road No. 58 5A - Rural Access (Primary) Achieve Renewal Standards

Cooma Road Road No. 56 5B - Rural Access (Secondary) Achieve Renewal Standards

Coonaberry Creek Road Road No. 35 4B - Rural Collector (Minor) Achieve Renewal Standards

Corowa Road Road No. 57 5A - Rural Access (Primary) Achieve Renewal Standards

Dinosaur Drive Road No. 38 5A - Rural Access (Primary) Achieve Renewal Standards

Duck Creek Road Road No. 73 5B - Rural Access (Secondary) Achieve Renewal Standards

Durhan Downs River Road Road No. 54 5A - Rural Access (Primary) Achieve Renewal Standards

Earlstoun Road Road No. 46 5B - Rural Access (Secondary) Achieve Renewal Standards

Eromanga Racecourse Road Road No. 80 5A - Rural Access (Primary) Achieve Renewal Standards

Eulo Road Road No. 14 4A - Rural Collector (Major) Achieve Renewal Standards

Giberoo Road Road No. 79 5B - Rural Access (Secondary) Achieve Renewal Standards

Gilmore Road Road No. 86 5B - Rural Access (Secondary) Achieve Renewal Standards

Gooyea Road Road No. 65 5B - Rural Access (Secondary) Achieve Renewal Standards

Humeburn Road Road No. 18 4B - Rural Collector (Minor) Achieve Renewal Standards

Hell Hole Gorge Road Road No. 62 4B – Rural Collector (Minor) Achieve Renewal Standards

Ingeberry Road Road No. 12 4B - Rural Collector (Minor) Achieve Renewal Standards

Keeroongooloo Road Road No. 71 5A - Rural Access (Primary) Achieve Renewal Standards

Kiandra Road Road No. 37 5B - Rural Access (Secondary) Achieve Renewal Standards

Kyabra Road Road No. 31 3 - Rural Arterial Achieve Service Targets



Page | 37

Lanherne Road Road No. 89 5B - Rural Access (Secondary) Achieve Renewal Standards

Lockabie Road Road No. 44 5B - Rural Access (Secondary) Achieve Renewal Standards

Lynwood Road Delete from road register Achieve Renewal Standards

Milo Road Road No. 24 5A - Rural Access (Primary) Achieve Renewal Standards

Mt Howitt Road Road No. 34 5A - Rural Access (Primary) Achieve Renewal Standards

Mt Margaret Road (00km to 26.6km Tarbut Oil Field)

Road No. 32 4A - Rural Collector (Major) Achieve Service Targets

Mt Margaret Road (26.6km Tarbut Oil Field to end)

Road No. 32 5A - Rural Access (Primary) Achieve Renewal Standards

Mulianna Road Road No. 22 5B - Rural Access (Secondary) Achieve Renewal Standards

Napoleon Road Road No. 15 4A - Rural Collector (Major) Achieve Service targets

Nickavilla Road Road No. 77 5B - Rural Access (Secondary) Achieve Renewal Standards

Nimboy Road Road No. 67 5B - Rural Access (Secondary) Achieve Renewal Standards

Old Charleville Road (00km to 43.3km Napoleon Road)

Road No. 16 3 - Rural Arterial Achieve Service Targets

Old Charleville Road (43.3km Napoleon Road to end)

Road No. 16 4B - Rural Collector (Major) Achieve Renewal Standards

Old Thargomindah Road Road No. 13 5A - Rural Access (Primary) Achieve Renewal Standards

Onion Creek Road Road No. 19 4B - Rural Collector (Minor) Achieve Renewal Standards

Patrica Park Road Road No. 42 5B - Rural Access (Secondary) Achieve Renewal Standards

Pinkenetta Road Road No. 36 5B - Rural Access (Secondary) Achieve Renewal Standards

Pinkilla Road Road No. 33 5A - Rural Access (Primary) Achieve Renewal Standards

Ray Road Road No. 30 5A - Rural Access (Primary) Achieve Renewal Standards

Raymore Road Road No. 51 5B - Rural Access (Secondary) Achieve Renewal Standards

Regleigh Road Road No. 69 5B - Rural Access (Secondary) Achieve Renewal Standards

Rosella Road Road No. ?? Minor Access Maintain Safety only

Sherwood Park Road Road No. 43 5B - Rural Access (Secondary) Achieve Renewal Standards

Springfield Road Road No. 68 5B - Rural Access (Secondary) Achieve Renewal Standards

Tebin Road Road No. 75 5B - Rural Access (Secondary) Achieve Renewal Standards

Telephone Bore Road Road No. 55 5A - Rural Access (Primary) Achieve Renewal Standards

Tobermory Road (00km to 35.3km Ingeberry Road)

Road No. 11 4B - Rural Collector (Minor) Achieve Renewal Standards

Tobermory Road (35.3km Ingeberry Road to 78.6km Bowalli Road)

Road No. 11 5A - Rural Access (Primary) Achieve Renewal Standards

Tobermory Road (78.6km Bowalli Road to end)) Road No. 11 5A - Rural Access (Primary) Achieve Renewal Standards

Toompine Access Road Road No 505 5A - Rural Access (Primary) Achieve Renewal Standards

Trinidad Road Road No. 28 4B - Rural Collector (Minor) Achieve Renewal Standards

Wallyah Road Road No. 41 5B - Rural Access (Secondary) Achieve Renewal Standards

Wareo Road Road No. 66 4B - Rural Collector (Minor) Achieve Renewal Standards

Warrabin Road Road No. 76 5B - Rural Access (Secondary) Achieve Renewal Standards

Woolbuna Road Road No. 72 5B - Rural Access (Secondary) Achieve Renewal Standards

Airstrips

Adavale Airstrip Not applicable Achieve Renewal Standards

Eromanga Airstrip Not applicable Achieve Renewal Standards

Quilpie Airstrip Not applicable Achieve Renewal Standards



Page | 38

Appendix E: Renewal Program

Details Year New

Replace

Estimated Cost

Ext Fundin

g

Funding

Source

Net Cost to

Council

2016-17 New

2016-17 Replace

2017-18 New

2017-18 Replace

2018-19 New

2018-19 Replace

2019-20 New

2019-20 Replace

2020-21 New

2020-21 Replace

2021-22 New

2021-22 Replace

2022-23 New

2022-23 Replace

2023-24 New

2023-24 Replace

2024-25 New

2024-25 Replace

2025-26 New

2025-26 Replace

Adavale seal western side main street

2025

20% 80% 500,000 0 N/A 500,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 100,00

0 400,000 0 0

Adavale Charleville Road upgrade red Road to Cheepie Road

2021

20% 80% 1,000,000 0 N/A 1,000,00

0 0 0 0 0 0 0 0 0

200,000

800,000 0 0 0 0 0 0 0 0 0 0

Adavale Charleville Road upgrade red Road to Cheepie Road

2022

20% 80% 400,000 0 N/A 400,000 0 0 0 0 0 0 0 0 0 0 80,000 320,000 0 0 0 0 0 0 0 0

Black road ugrade and seal selected sections

2020

50% 50% 500,000 0 N/A 500,000 0 0 0 0 0 0 250,000 250,000 0 0 0 0 0 0 0 0 0 0 0 0

Brolga St kerb replacement 200 m Nth Anzac Pk

2021

0% 100% 40,000 0 N/A 40,000 0 0 0 0 0 0 0 0 0 40,000 0 0 0 0 0 0 0 0 0 0

Brolga St pavement rehabilitation stage 1 (Dukamurra to Chipu)

2018

0% 100% 300,000 0 N/A 300,000 0 0 0 300,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Brolga St pavement rehabilitation stage 2 (Buln Buln to Dukamurra)

2020

0% 100% 300,000 0 N/A 300,000 0 0 0 0 0 0 0 300,000 0 0 0 0 0 0 0 0 0 0 0 0

Brolga St centre median upgrade stage 1 (Buln Buln to Chipu)

2018

0% 100% 100,000 0 N/A 100,000 0 0 0 100,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Brolga St centre median upgrade stage 2

2019

0% 100% 100,000 0 N/A 100,000 0 0 0 0 0 100,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0



Page | 39

(Gyrica to Buln Buln)

Chipu St Winchu St Intersection

2023

20% 80% 135,000 0 N/A 135,000 0 0 0 0 0 0 0 0 0 0 0 0 27,000 108,000 0 0 0 0 0 0

Design of identified major projects

2017

50% 50% 40,000 0 N/A 40,000 20,000 20,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Eromanga main street widening and K&C (northen side)

2019

70% 30% 450,000 450,00

0 R2R 0 0 0 0 0

315,000

135,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Eromanga Rec grounds road extension

2021

80% 20% 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Footpaths - Buln Buln St (Boonkai to Jabiru western side)

2017

75% 25% 80,000 0 N/A 80,000 60,000 20,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Footpaths - Eromanga town streets

2017

75% 25% 30,000 0 N/A 30,000 22,500 7,500 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Gravel road resheeting / heavy maintenance

2017

0% 100% 300,000 300,00

0 R2R 0 0 300,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2018

20% 80% 800,000 0 N/A 800,000 0 0 160,00

0 640,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2019

20% 80% 500,000 R2R 500,000 0 0 0 0 100,00

0 400,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2020

20% 80% 800,000 300,00

0 R2R 500,000 0 0 0 0 0 0 160,000 640,000 0 0 0 0 0 0 0 0 0 0 0 0


2021

20% 80% 1,000,000 300,00

0 R2R 700,000 0 0 0 0 0 0 0 0

200,000

800,000 0 0 0 0 0 0 0 0 0 0


2022

20% 80% 300,000 300,00

0 R2R 0 0 0 0 0 0 0 0 0 0 0 60,000 240,000 0 0 0 0 0 0 0 0



Page | 40


2023

20% 80% 1,000,000 300,00

0 R2R 700,000 0 0 0 0 0 0 0 0 0 0 0 0 200,000 800,000 0 0 0 0 0 0


2024

20% 80% 300,000 300,00

0 R2R 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 60,000 240,000 0 0 0 0


2025

20% 80% 1,200,000 300,00

0 R2R 900,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

240,000

960,000 0 0


2026

20% 80% 1,000,000 300,00

0 R2R 700,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

200,000

800,000

Kyabra Road 65.2 - 84.6 part upgrade

2017

75% 25% 705,000 705,00

0 R2R 0 528,750 176,250 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2017

75% 25% 595,000 595,00

0 TIDS 0 446,250 148,750 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2018

80% 20% 550,000 264,50

0 TIDS 285,500 0 0

440,000

110,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2020

80% 20% 400,000 400,00

0 TIDS 0 0 0 0 0 0 0 320,000 80,000 0 0 0 0 0 0 0 0 0 0 0 0


2020

80% 20% 400,000 400,00

0 R2R 0 0 0 0 0 0 0 320,000 80,000 0 0 0 0 0 0 0 0 0 0 0 0

Kyabra Road 37.4 - 38.4km rehabilitate

2017

0% 100% 100,000 100,00

0 R2R 0 0 100,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Kyabra Road floodway 72km upgrade and link

2017

50% 50% 60,000 60,000 R2R 0 30,000 30,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Lake Dartmouth Floodway - Adavale Charleville Rd

2019

0% 100% 250,000 200,00

0 R2R 50,000 0 0 0 0 0 250,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Buln Buln Street drainage upgrade

2018

80% 20% 100,000 0 N/A 100,000 0 0 80,000 20,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Local road / drainage projects

2018

80% 20% 200,000 0 N/A 200,000 0 0 160,00

0 40,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0



Page | 41


2019

50% 50% 0 R2R 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2020

50% 50% 0 R2R 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2021

50% 50% 300,000 100,00

0 R2R 200,000 0 0 0 0 0 0 0 0

150,000

150,000 0 0 0 0 0 0 0 0 0 0


2022

50% 50% 700,000 100,00

0 R2R 600,000 0 0 0 0 0 0 0 0 0 0

350,000

350,000 0 0 0 0 0 0 0 0


2023

50% 50% 1,700,000 100,00

0 R2R

1,600,000

0 0 0 0 0 0 0 0 0 0 0 0 850,000 850,000 0 0 0 0 0 0


2024

50% 50% 1,200,000 100,00

0 R2R

1,100,000

0 0 0 0 0 0 0 0 0 0 0 0 0 0 600,00

0 600,000 0 0 0 0


2025

50% 50% 1,200,000 100,00

0 R2R

1,100,000

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 600,00

0 600,000 0 0


2026

50% 50% 800,000 100,00

0 R2R 700,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

400,000

400,000

McKinlay Street Adavale upgrade

2019

50% 50% 150,000 N/A 150,000 0 0 0 0 75,000 75,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Napoleon Road gravel resheeting and curve realignment

2019

20% 80% 190,000 95,000 TIDS 95,000 0 0 0 0 38,000 152,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Quilpie town drainage replacements stage 1

2018

0% 100% 150,000 150,00

0 R2R 0 0 0 0 150,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2019

0% 100% 450,000 300,00

0 R2R 150,000 0 0 0 0 0 450,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2020

0% 100% 300,000 300,00

0 R2R 0 0 0 0 0 0 0 0 300,000 0 0 0 0 0 0 0 0 0 0 0 0

Reseals Eulo Road

2017

0% 100% 130,600 130,60

0 TIDS 0 0 130,600 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Reseals Mt Margaret Road (incl rehab as req)

2018

0% 100% 330,000 165,00

0 TIDS 165,000 0 0 0 330,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Reseals Mt Margaret Road (incl

2019

0% 100% 670,000 335,00

0 TIDS 335,000 0 0 0 0 0 670,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0



Page | 42

rehab as req)

Reseals Eulo Road

2017

0% 100% 130,600 130,60

0 R2R 0 0 130,600 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Reseals Quilpie airport

2017

0% 100% 450,000 225,00

0 TIDS 225,000 0 450,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Reseals various roads / streets

2018

0% 100% 100,000 100,00

0 R2R 0 0 0 0 100,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2019

0% 100% 100,000 0 N/A 100,000 0 0 0 0 0 100,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0


2020

0% 100% 400,000 0 N/A 400,000 0 0 0 0 0 0 0 400,000 0 0 0 0 0 0 0 0 0 0 0 0


2021

0% 100% 400,000 0 N/A 400,000 0 0 0 0 0 0 0 0 0 400,000 0 0 0 0 0 0 0 0 0 0


2022

0% 100% 300,000 200,00

0 R2R 100,000 0 0 0 0 0 0 0 0 0 0 0 300,000 0 0 0 0 0 0 0 0


2023

0% 100% 450,000 0 N/A 450,000 0 0 0 0 0 0 0 0 0 0 0 0 0 450,000 0 0 0 0 0 0


2024

0% 100% 450,000 0 N/A 450,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 450,000 0 0 0 0


2025

0% 100% 600,000 0 N/A 600,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 600,000 0 0


2026

0% 100% 450,000 0 N/A 450,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 450,000

Rubbish Dump Road extend seal to grid

2018

70% 30% 50,000 0 N/A 50,000 0 0 35,000 15,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Sommerfield Road upgrade

2017

75% 25% 100,000 100,00

0 R2R 225,000 75,000 25,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Totals 1,182,50

0 1,538,70

0 875,00

0 1,805,00

0 528,00

0 2,332,00

0 1,050,00

0 2,050,00

0 550,00

0 2,190,00

0 490,00

0 1,210,00

0 1,077,00

0 2,208,00

0 660,00

0 1,290,00

0 940,00

0 2,560,00

0 600,00

0 1,650,00

0



Page | 43

$0

$500,000

$1,000,000

$1,500,000

$2,000,000

$2,500,000

$3,000,000

$3,500,000

$4,000,000

20

16

-17

20

17

-18

20

18

-19

20

19

-20

20

20

-21

20

21

-22

20

22

-23

20

23

-24

20

24

-25

20

25

-26



Page | 44

Appendix F: Road Link Investment Strategies

Link Owner 5 QUILPIE SHIRE COUNCIL

Link Name 5.1 Eulo Road

SWRRG - STATEMENT OF INTENT

Link Classification 4A

Link Description Road No: 14 Road Length: 10.58km

Start Location:

00.00 Quilpie -Thargomindah Road

End Location:

10.58 Shire Boundary

Link Function Eulo Road links Quilpie-Thargomindah Road with Cunnamulla-Thargomindah Road. It is also part of the link from North West NSW and Western QLD. It plays a critical role in the tourism, mining and stock transport industries.

Link Vision The vision for Eulo Road is not just for 10.8km located within the Quilpie Shire but for its full length, and it is to provide a 7 metre wide seal on a 8 metre wide formation with sufficient pavement strength to carry road trains and also provide an adequate trafficable width for vehicles towing caravans to pass.

Current Link Status

Eulo Road within the Quilpie Shire has a single lane seal original width of 4 metre over its entire length. The road is a rural road with no speed limit posted. The default speed limit is 100km/hr. During moderate to heavy rainfall sections of the road are scoured leaving deep drop offs along the shoulders. In general, the road is considered to be inadequate for Type 2 road trains and caravans to pass.

Traffic Count Data Not available

Period Location AADT % CV

External Factors External factors to be considered include the following:

The loss of Queensland Rail services from the area.

Increased volume of road trains carting stock to sale or agistment has increased.

Used by tourists as it connects regional gem fields with Toompine and Quilpie.

Internal Factors Internal factors to be considered including the following:

Quilpie Shire Council is committed to maintain current funding levels of expenditure within overall budget constraints.

The economic sustainability for the Quilpie district through continued employment.

The road is expensive to maintain as it is located approximately 100km from the council depot.

Safety, Cultural, Environmental & Heritage Constraints/Issues

Safety:

Road trains using single lane sealed roads requires a wider shoulder width

Environmental & heritage constraints may include:

Unstable soils with moderate to high potential for erosion.

Environmental and cultural heritage approvals for gravel quarries and pits

Configuration & Condition Standards

Existing Vision Desirable Minimum / Fit For Purpose

Pavement Width 8m 6m 6m

Seal Width 4m 7m 4m 4m

Roughness

Condition Rating 3

Gap Analysis The road has a pavement width less than the vision standard for 10.58kms.

The road has a seal width less than the vision standard for 10.58kms.

The road has a seal width less than the vision standard.

Scope of Works For Vision Standard (over 20 years)

Widen pavement for full length

Construct or widen where appropriate floodways and drainage structures.

For Short Term Priorities (over 5 years)

Reseal as required



Page | 45

Shoulder resheeting as required

Routine maintenance as required

Development Strategy

For Vision Standard

To achieve and maintain the desirable configuration and standards in a planned manner within budget constraints.

For Short Term Priorities

To reseal existing bitumen and maintain the road through routine maintenance funds

Projected Outcomes

Improve access and safety between Quilpie and Cunnamulla Shires.

Projected Performance

For Vision Standard

100% of the link to be widened and comply with configuration standards and maintained to the desired condition standards.

For short Term Priorities

Link to be resealed as required

Projected Investment

For Vision Standard (over 20 year)

1.

Routine maintenance $140,000

Special Ordinary ( eg reforming a road) $0

Programmed maintenance ( eg gravel resheet / bitumen reseal) $600,000

Asset renewal ( Rehabilitation) $0

Asset upgrade ( eg widen seal to 8.0m) $1,600,000

Intersection upgrades $0

Drainage and floodway upgrades $0

Safety Projects $0

Notes: 1. Programmed reseals based on current costs of $7.00/ m2 every 10 years for current

seal area 2. Widen to vision standard based on $150,000/ km






Asset upgrade ( eg widen seal to 8.0m) $0



Safety Projects $0

Anticipated Projects:- (Description year and cost)

1 2017/18 Reseal and shoulder rehab $300,000

2

Notes:-

1. Routine maintenance based on an average expenditure of $7,000 per year. 2. Programmed maintenance based on $7.00/ m2 every 10 years for current seal area.



Page | 46

Link Owner QUILPIE SHIRE COUNCIL

Link Name 5.2 Napoleon Road




Start Location:

00.00 Quilpie -Thargomindah Road

End Location: 27.588 Napoleon Road/ Old Charleville Road intersection

Link Function Napoleon Road and Old Charleville Road are the only access to southern parts of the shire and surrounding Shires during major, moderate and some minor flood events in the Bulloo River Crossing at South Comongin. Napoleon Road and Old Charleville Road are the only links between the Diamantina Developmental Road and the Quilpie - Thargomindah Road during flood events in the Bullo River. Napoleon Road and Old Charleville Road are the only roads that provides emergency access to the town of Toompine and properties in the southern parts of the shire during flood events in the Bullo River.

Link Vision The vision for this road is to provide an all weather road accessible for commercial vehicles on a 8 metre wide formation with sufficient pipes, culverts and floodways plus localised sealing 6 metres wide at selected floodways.

Current Link Status

Napoleon Road is a 6 to 8 metre wide formed road constructed with in-situ natural materials and imported gravels. It has several bad creek crossings that frequently scour. In general the road is inadequate for regular use by commercial vehicles.



External Factors External factors to be considered including the following:

Weather, increased use by stock transport, mining industry and tourism traffic.

Limited funding




The lack of good pavement materials and poor drainage resulting in high maintenance costs.



Unstable soils moderate to high pretention for erosion.

Scouring is evident at floodway’s

Environmental and Cultural heritage approvals for gravel quarries and pits.



Pavement Width 6 to 8m 8m 6m 6m

Seal Width 0m # 0m # 0m #

Roughness No information

Condition Rating 4 1 2

# No seal proposed except sealing of selected floodways

Gap Analysis The road has a pavement width less than the vision standard.

The road is very susceptible to surface defects caused by traffic and weather.

It is not accessible when there are heavy rainfalls. This results in it requiring maintenance grading and correction three times a year.

The road requires extensive culvert, drainage and floodway works and resheeting.


Installation of culverts and side drains.

Construction and graveling of floodway’s



Page | 47

Gravelling of road


Culvert installation

Routine Maintenance


For Vision Standard

To achieve and maintain the desirable configuration and standards in a planned manner, within budget constraints.



Projected Outcomes

Improved year round access, particularly in times of flood in the Bulloo River, allowing access from the Diamantina Development Road to Quilpie-Thargomindah Road.


For Vision Standard

100% of the link complies with configuration standards and maintained to condition standards


Improved flood immunity at critical drainage structures.

Gravel resheeting at selected locations.



2.







Drainage and floodway upgrades $265,000

Safety Projects $0


seal area









Safety Projects $40,000


1 2016/17 Gravel resheet and curve realignment $190,000

2

Notes:-




Page | 48


Link Name 5.3 Old Charleville Road



Link Description Road No: 16 Road Length: 97.88km (43.282km LRRS)

Start Location:

00.00 Quilpie -Charleville Road

End Location: 43.282 Napoleon Road/ Old Charleville Road intersection

Link Function Old Charleville Road and Napoleon Road are the only access to southern parts of the shire and surrounding Shires during major, moderate and some minor flood events in the Bulloo River Crossing at South Comongin. Old Charleville Road and Napoleon Road are the only links between the Diamantina Developmental Road and the Quilpie - Thargomindah Road during flood events in the Bullo River. Old Charleville Road and Napoleon Road are the only roads that provides emergency access to the town of Toompine and properties in the southern parts of the shire during flood events in the Bullo River.

Link Vision The vision for this road is to provide an all weather road accessible for commercial vehicles on a 8 metre wide formation with sufficient pipes, culverts and floodways plus localised sealing 6 metres wide at selected floodways.

Current Link Status

Old Charleville Road is a 6 to 8 metre wide formed road constructed with in-situ natural materials and imported gravels.It has several short sections of 4m wide sealed floodways and several bad creek crossings that frequently scour. In general the road is inadequate for regular use by commercial vehicles. Old Charleville Road is a LRRS to chainage 43.282km being the intersection with Napoleon Road. The road continues on to chainage 97.88km as a lower order road.




Weather, increased use by stock transport, mining industry and tourism traffic.

Limited funding




The lack of good pavement materials and poor drainage resulting in high maintenance costs.



Unstable soils moderate to high pretention for erosion.

Scouring is evident at floodway’s

Environmental and Cultural heritage approvals for gravel quarries and pits.



Pavement Width 6 to 8m 8m 6m 6m

Seal Width 4m # 0m # 0m # 0m #



# 4m seal to several existing floodways. No further sealing is proposed except at several additional floodways.







Page | 49



Construction and graveling of floodway’s

Gravelling of road


Culvert installation

Routine Maintenance


For Vision Standard

To achieve and maintain the desirable configuration and standards in a planned manner, within budget constraints.



Projected Outcomes

Improved year round access, particularly in times of flood in the Bulloo River, allowing access from the Diamantina Development Road to Quilpie-Thargomindah Road.


For Vision Standard

100% of the link complies with configuration standards and maintained to condition standards


Improved flood immunity at critical drainage structures.

Gravel resheeting at selected locations.










Safety Projects $0


seal area.




Programmed maintenance ( eg gravel resheet / bitumen reseal) $0





Safety Projects $0


1 2014/15 Bitumen reseal floodways $36,000

2

Notes:-




Page | 50


Link Name 5.4 Kyabra Road


Link Classification 3


Start Location:

00.00 Cooper Development Road

End Location: 84.6km Diamantina Development Road

Link Function Kyabra Road links Cooper Development Road with Diamantina Development Road. It is used as a link between Eromanga, Thargomindah and the NSW and South Australia border areas to Windorah, Birdsville, Longreach and areas to the north. It provides a primary function in linking important transport routes. It plays a critical role for regional industry including transporting of livestock , oil and a tourism route which goes past one of the areas tourist attractions, Kyabra Lakes.

Link Vision The vision for Kyabra Road is to provide a bitumen sealed road 7m wide seal on an 8m wide formation with sufficient pavement strength to carry road trains and also provide an adequate trafficable width for vehicles towing caravans to pass.

Current Link Status

Kyabra Road has 65.1km of generally 4m wide sealed pavement on a 6m to 8m wide formation and 19.5km of gravel and loam formation. The road is constructed with in-situ natural materials and imported gravels.




Increased road usage by oil and stock transport industry.

Increase in tourism traffic connecting to regional areas of significance.

Important connector route between Thargomindah and Thylungra via Eromanga.


Quilpie Shire Council is committed to maintain current funding levels of expenditure within budget constraints.


The road is expensive to maintain because of its location and distance from the Council depot.




Environmental and cultural heritage approvals for gravel quarries and pits.



Pavement Width 6m 8m 6m 6m




Gap Analysis Against short term priorities Short term priorities include reseal 19.7 km of sealed road, construction of 9.9 km of 6 metre wide formation with 4 metre wide seal. When traffic volumes increase sufficiently Council will consider widening the road to the vision standard. Unsealed sections shows signs of wear and loss of formation. In-situ and imported materials are required to reinstate the road crown. Gravel resheeting in various locations over the unsealed roadway as required. Against vision Council’s long term plan is for widening of the current 65.1km of 4m seal roadway to a 7m seal width on an 8m pavement including widening of drainage structure and grids. Construction of additional floodway and drainage structures. Maintain Council’s reseal program for this road and carry out gravel resheeting as required.



Page | 51


Construct additional floodway and drainage structures where required

Widening 60.9 km seal to 7 metres.

Widen drainage structure to match the required formation width

Reseal bitumen surface every 10 years

Gravel resheet as required


Seal 9.9km unsealed sections between chainages 38.44 and 46.85 and chainages 54.86 and 55.93 (4metre seal on 6 metre pavement)

Gravel resheet from chainage 44.00-47.00 and other areas as required

Routine maintenance


For Vision Standard

To achieve and maintain the desirable configuration and standards within budget constraints.



Page | 52


Progressively seal unsealed sections of the road in a planned manner within budget constraints.

Projected Outcomes

Improved year round access. Improved road safety Increased economic development Increased tourism


For Vision Standard

100% of the link complies with configuration standards and is maintained to desirable configuration and condition standards.


To construct the remaining unsealed road to desired standard.



Page | 53





Programmed maintenance ( eg gravel resheet / bitumen reseal) Reseals 2013 & 2023 Ch15-19.4 $250,000 2014 & 2024 Ch 00-15 $840,000 2017 & 2027 Ch 19.4-38 $1,040,000 2019 & 2029 Ch 46.8-54.8 and 55.9-61.1 $740,000 Gravel resheeting $1,014,000


Asset upgrade (sealed surface) Ch 38.44 – 46.85 Asset upgrade (sealed surface) Ch 54.86-55.93 Asset upgrade (sealed surface) Ch 65.1 – 84.6

$1,682,000 $220,000

$3,900,000



Safety Projects $0

Notes: 1. Programmed reseals based on current costs of $7.00 m2 every 10 years for current

seal area 2. Construction and seal to vision standard based on $200,000/ km 3. Programmed gravel resheet maintenance is based on $52,000.00 per km every 12-15

years 4. Drainage and floodway upgrades based on at $100,000/ floodway to achieve

required width and strength




Programmed maintenance ( eg gravel resheet / bitumen reseal) $1,065,000 reseals $260,000 resheets

Asset renewal (rehabilitation) $0

Asset upgrade (sealing of 9.5 km) Asste upgrade (sealing of 3.5km)

$1,902,000 $700,000



Safety Projects $0


1 2013/14 Reseal Ch 15.00 - 19.70 $125,000

2 2013/14 Gravel resheet Ch 44.00 – 47.00 $156,000

3 2015/16 Reseal Ch 00.00 – 15.00 $420,000

4 2014/15 Construct to sealed standard $1,902,000

5 2018/19 Construct to sealed standard Cost $700,000

6

Notes:-




Page | 54


Link Name 5.5 Adavale - Charleville


Link Classification

4A

Link Description Road No: 70 Road Length: 81.406 km

Start Location:

00.00 Quilpie -Adavale Road

End Location:

81.406 Shire Boundary

Link Function Adavale Charleville Road’s primary function in to link areas of the Blackall, Adavale and Charleville Districts. It is used by the stock transport industry as a link to stock selling yards as well as tourists wanting to see local attractions.

Link Vision The vision for Adavale Charleville Road is not just for 81.406 km located within the Quilpie Shire but for its full length with the balance in Murweh Shire. The vision is to provide an all weather 7m wide seal on an 8m wide pavement with sufficient pavement strength and width to carry road trains and also provide an adequate trafficable width for vehicles towing caravans to pass.

Current Link Status

Adavale-Charleville Road is within the Quilpie Shire. The road is a rural road with no speed limit posted. The default speed limit is 100km/hr. The road is a 6 metre wide formed road constructed with in-situ natural materials and imported gravels. During moderate to heavy rain fall sections of the road surface become difficult to travel and can be impassable for weeks. In general, the road is considered to be inadequate for Type 2 road trains.




Weather, increased use by stock transport, tourism traffic and limited funding.




The road is expensive to maintain as it is located more than 100km from the council depot.







Pavement Width 6m 8m 6m 6m


Roughness

Condition Rating 3






Construction and graveling of floodways

Gravelling of roadway



Page | 55


Gravel resheeting

Routine maintenance


For Vision Standard



To reseal existing bitumen and maintain the road through routine maintenance funds.

Projected Outcomes

Improve year round access between Adavale and Quilpie Shire boundary


For Vision Standard

100% of the link to comply with configuration standards and maintained to the desired condition standards however this is not within the 20 year planning horizon.


Link to be resheeted with gravel as required.



3.








Safety Projects $0


seal area 2. Drainage and floodway upgrades based on $100,000/floodway to achieve required

width and strength









Safety Projects $


1

2

Notes:-

1. Routine maintenance based on an average expenditure of $20,000.00 per year. 2. Programmed maintenance based on $7.00/ m2 every 10 years for current seal area.



Page | 56


Link Name 5.6 Mt Margaret Road


Link Classification

4A

Link Description Road No: 32 Road Length: 30.1km (26.63km LRRS)

Start Location:

00.00 Quilpie -Bundeena Road

End Location:

26.63 Tarbat Rd

Link Function Mt Margaret Rd links the Cooper Developmental Road at Eromanga with Tarbat Road. It also links the township of Eromanga with Eromanga airstrip, the Mount Margaret airstrip and the Eromanga Cemetery. The area is host to gas and oil exploration and extraction activities, along with livestock grazing pursuits. Mt Margaret Road serves 3 oil fields at its southern end, and with oil extraction being a key industry in the area, Mt Margaret road links Eromanga and the region to the oil facilities to the mutual benefit of the community and the industry. The road plays an important part in linking the Eromanga area with the rest of Queensland, particularly in times of monsoonal rains.

Link Vision The vision for Mt Margaret road is to provide a 7m wide seal on a 8m wide formation with sufficient pavement strength to carry road trains and also provide adequate traffic lanes for large vehicles associated with the local industries to pass safely.

Current Link Status

Mount Margaret Road has a single lane seal original width of 4 metre over 26.63km of its length. This is the extent of the LRRS designation. The road continues on to 30.1km to service a property. The road is a rural road with no speed limit posted; the default speed limit is 100km/hr. During moderate to heavy rain fall sections of the road are scoured leaving deep drop offs along the shoulders. In general, the road is considered to be inadequate for type 2 road trains and caravans to pass.




Eromanga is marketed as ‘the farthest town from the ocean’ in Australia, and the mixture of this remoteness along with the level of natural resource activity makes the area a unique attraction for tourists.

With Mount Margaret Road servicing the Eromanga town airstrip, significant oil and gas production leases, the Mount Margaret airstrip (used mainly by resource companies), the road may be used at times by persons with limited familiarity with the area or remote conditions.

Mount Margaret Road is an important link for the Eromanga area in times of flood and natural disaster.

Increased volume of road trains carting stock to sale or agistment as livestock markets develop and land uses intensify.




Improved access to the Eromanga cemetery will be of cultural benefit to the Eromanga community.

Safety, Cultural, Environmental & Heritage Constraints and Issues.

Safety • Road trains using this single lane sealed road are required to use the unsealed shoulders in order to pass other vehicles. A mixture of passenger, four wheel drive and heavy vehicles on the narrow road makes passing for all vehicles a risk. Environmental & heritage constraints may include:



Configuration & Existing Vision Desirable Minimum / Fit For



Page | 57

condition Standards

Purpose

Pavement Width 8m 6m 6m


Roughness

Condition Rating 3

Gap Analysis The road has a seal width less than the vision standard for 26.63kms.

4m seal width on a variable width formation is not suitable for the existing and increasing roadtrain use.


Widen pavement between chainages 0 and 26.627

Construct or widen where appropriate floodways and drainage structures.


Reseal as required

Shoulder resheeting as required

Routine Maintenance

Reconstruction of floodways where level of service is marginal for current use

Possible section upgrade if budget permits


For Vision Standard



To reseal existing bitumen and maintain the road through routine maintenance funds

Projected Outcomes

Improved access from Eromanga to the Eromanga airstrip and the Mount Margaret airstrip. Improved safety and level of services for road users and residents of the region. Increased opportunities for tourism and enterprise in the region through better access.


For Vision Standard

100% of the link to be widened and comply with configuration standards and maintained to the desired condition standards.


Link to be resealed as required



4.



Programmed maintenance ( eg gravel resheet / bitumen reseal) $1,490,000

Asset renewal ( Rehabilitation) $3,730,000

Asset upgrade (widen seal to 7.0m) $2,930,000

Access upgrades – access to airstrip and cemetery $40,000

Intersection upgrades $50,000


Safety Projects $0


seal area 2. Widen to vision standard based on $110,000/ km 3. Access upgrades based on $20,000 per intersection 4. Intersection upgrades based on $50,000 per intersection 5. Drainage and floodway upgrades based on at $20,000/ floodway to achieve required

width and strength 6. Rehabilitation based on adding 100mm of pavement & pavement stabilization

$140,000/ km




Page | 58




Asset renewal ( Rehabilitation) $900,000

Asset upgrade ( eg widen seal to 7.0m) $730,000



Safety Projects $0


1 2017/18 Partial rehab and reseal CH 10.10 to 19.4 $330,000

2 2018/19 Upgrade drainage CH 0.1, CH 1.5, CH 5.1, CH 5.9, CH 7.9 $100,000

3 2018/19 Partial rehab and reseal CH 19.40 to 26.64 $570,000

4 2019 onwards various rehab CH 10.1 to 26.64 $1,850,000

5

Notes:-




Page | 59

Appendix G: Asset Valuation Data

Asset Class Useful Life (years)

Replacement Cost June 2015

Units

Formation Indefinite (250) $3.20 $/m2

Gravel pavement 3 20 $8.00 $/m2




Bitumen seal (single) 10 $6.00 $/m2

Bitumen seal (double) 10 $11.00 $/m2

Concrete pavement 80 $288.00 $/m2

Kerb and channel 80 $130.00 $/m

Concrete bridge 80

Culvert 60 Varies based on size and details

$/m

Sign 10 $100.00 Each

Gravel Pavement (Sealed) All 80 $21.00 $/m2

Grids 4.0m 40 $22,000.00 Each

Grids 6.0m 40 $32,000.00 Each

Grids 8.0m 40 $42,000.00 Each

Concrete Floodways 80 $288.00 $/m2

Footpath 60 $120.00 $/m2

CONDITION RATING

% OF USEFUL LIFE REMAINING

VALUE USED

COMMENTS

1 100 100 Very high level of remaining service potential

1.5 90 90

2 75 75 High level of remaining service potential

2.5 60 60

3 40 40 Adequate level of remaining service potential

3.5 30 30

4 15 15 Barely adequate level of remaining service potential

4.5 1 1 Needs to be replace/repaired within 12 months

5 0 0 Total end of life

Formation replacement is assessed on the above condition rating as the construction date is unknown for most roads.



Page | 60

Appendix H: Road Condition Assessment Manual

IX Doc ID: 94808



__________________________________________________________________________________

(08/16) – Adoption of Local Disaster Management Plan 11.3

IX: 105654


11.3.1 PURPOSE:

The purpose of this report is for Council to review and adopt the updated Quilpie Shire Local Disaster Management Plan.


Disaster Management Act 2003


Not applicable


That Council adopt the Quilpie Shire Local Disaster Management Plan version 9.

11.3.5 BACKGROUND:

This plan has been produced by and with the authority of Quilpie Shire Council pursuant to Sections

57, 58 & 61 of the Disaster Management Act 2003.

This plan is the result of the co-operative efforts of the Quilpie Shire Local Disaster Management

Group and relevant agencies identified in the plan.

The complete document consists of the Local Disaster Management Plan and multiple Sub-plans and

Standard Operating Procedures attached to the Plan as related documents. Changes made to the

Disaster Management Plan itself will be tabled for consideration and subsequent adoption at a

Meeting of Council, as per legislative requirement. Changes made to the operational documents

however are administrative and do not require adoption by Council.

In accordance with Section 80(1)(b) of the Disaster Management Act 2003, approval was given to

this plan by Quilpie Shire Council on Tuesday 13 December 2011 where the plan was adopted by

resolution. Subsequent revisions to the plan have been made from time to time as required.

11.3.6 DISCUSSION:

In accordance with the Disaster Management Act 2003 Council has a Local Disaster Management

Plan.

Experience has proven that around the world, all communities are susceptible to natural disasters or

other significant external threats that cause major impacts. The Queensland Disaster Management

System exists to effectively deal with all kinds of disasters whether it is at the local, state or national

level.


The Quilpie Shire Local Disaster Management Plan has been prepared to ensure there is a consistent

approach to disaster management in the local area. The Plan is an important tool for managing

potential disasters and is a demonstrated commitment towards safety within the community.

The Plan identifies potential hazards and risks in the area; identifies steps to mitigate these risks and

includes strategies to enact should a hazard impact and cause a disaster.

Depending on the scale of a disaster, the Local Disaster Management Group will ensure there is

adequate coordination for the local area to reduce adverse impacts. The Plan also documents

efforts to mitigate against identified hazards, which in turn enables funding to be provided for risk

reduction actions. The ultimate benefit is to reduce community consequences following an event.

Should there be an event that is of greater impact to the local community, the District Disaster and

State Disaster Management Groups would become involved. Where these agencies aren’t able to

deal effectively with an event, Emergency Management Australia would be activated.

The Plan has been reviewed and the updates approved by the Quilpie Shire Local Disaster

Management Group on 22 July 2016. The updated plan should now be adopted by Council.

A copy of the Plan was provided to Councillors by email on 23 July 2016. A hard copy will be made

available at the meeting if required.

11.3.7 FINANCIAL:

Not applicable


Local Disaster Management Group members have been consulted.

11.3.9 ATTACHMENTS:

Attachment A: Local Disaster Management Plan (forwarded separately)



__________________________________________________________________________________

(08/16) – Call for Motions Annual Conference 11.4

IX: 106171


11.4.1 PURPOSE:

The purpose of this report is for Council to have the opportunity to prepare and submit motions to the Local Government Association of Queensland (LGAQ) annual conference.


Not applicable


Not applicable


For consideration

11.4.5 BACKGROUND:

Not applicable

11.4.6 DISCUSSION:

By email of 27 July 2016, the Local Government Association of Queensland is calling for motions for the 2016 Annual Conference to be held in Mackay from 27 – 29 October at the Gold Coast Convention and Exhibition centre.

The deadline for motions to be submitted is Friday 26 August 2016.

As in previous years, the Agenda will consist of two parts:

- Part 1: Review of the Policy Statement; and - Part 2: Motions for Consideration.

11.4.7 FINANCIAL:

Not applicable


Not applicable

11.4.9 ATTACHMENTS:

Not applicable



__________________________________________________________________________________

(08/16) – 2016 Christmas Shutdown 11.5

IX: 106172


11.5.1 PURPOSE:

The purpose of this report is for Council to consider the close down period for the Council work force over the Christmas / New Year period.


Not applicable


Not applicable


That Council’s Executive, Corporate and Community Services close for the Christmas period on Friday 16 December 2016 and resume on Tuesday 3 January 2017 and Engineering Services close for the Christmas period from Friday 16 December 2016 ad resume on Monday 16 January 2016.

11.5.5 BACKGROUND:

Executive / Corporate / Community Services

Traditionally, the Council Administration Office (including Library and VIC) closes down for a period between Christmas and New Year and the staff utilise banked RDO’s or annual leave during this period.

Last year these services closed a week earlier.

Engineering Services Department

The Works Department generally close down for a period from a week prior to Christmas to the second week in January. Some staff continue to work over this period to ensure essential services are maintained.

11.5.6 DISCUSSION:

New Year’s Day falls on a Sunday in 2016 and the New Year’s Day public holiday will be on Monday 02 January.

The following shutdown periods are suggested:

Executive / Corporate / Community Services

Close at COB Friday 16 December and recommence on Tuesday 3 January.

Engineering Services Department

Close at COB Friday 16 December and recommence on Monday 16 January.

11.5.7 FINANCIAL:

Not applicable



Not applicable

11.5.9 ATTACHMENTS:

Not applicable



__________________________________________________________________________________

(08/16) – Eromanga Community Development Funds – Request from OGF 11.6

IX: 106143


11.6.1 PURPOSE:

The purpose of this report is to allow Council to decide on a request for assistance from the Outback Gondwana Foundation (OGF) for a project at the Eromanga Natural History Museum (ENHM).

This report follows on from a report to the July 2016 meeting and provides additional supporting information.


Not applicable


W.2.i Support local schools in offering enhanced educational programs

W.2.iv Encourage and support camps, excursions and activities and programs that broaden our children’s experiences

N.4.i Support the OGF in their endeavors to construct a working Natural History Museum and promote the foundation where possible


That Council fund / not fund the Eromanga Natural History Museum 2017 education program to the value of $50,000.

11.6.5 BACKGROUND:

A report was provided to the June 2016 meeting on this matter. Council resolved as follows:

Eromanga Community Development Funds – Request from OGF

Resolution No: (23-07-16)

That Council defer consideration of the request from the Eromanga Natural History Museum 2017 education program until other funding sources are confirmed and the accommodation units completed.

Council provides $35,000 annually for projects identified by the Eromanga community.

11.6.6 DISCUSSION:

By email of 3 July 2016 the Outback Gondwana Foundation (OGF) has requested Council assistance with the proposed Eromanga Natural History Museum Education Program. The request is for $52,000 utilising $20,000 from the 2016-17 budget allocation and the balance brought forward from the 2017/18 program.

A copy of the email is provided in Attachment A.


A copy of the letters of support from the Eromanga District Community Association inc, the Eromanga Queensland Country Women’s Association and the Eromanga State School are provided in Attachment B.

11.6.7 FINANCIAL:

Council has made provision of $35,000 in the 2016/17 budget for community identified projects in Eromanga. Council have been requested to provide funding of $52,000.

Approximately $18,000 of the 2016/17 allocation has been allocated to the next stage of the town historical signage project ($15,000 for the design and manufacture and $3,000 for installation).


OGF have consulted with the Eromanga community.

11.6.9 ATTACHMENTS:

Attachment A: Inwards Correspondence

Attachment B: Letters of Support


ATTACHMENT A: INWARDS CORRESPONDENCE

Dear Dave and Councillors,

Please find attached letters of support from several groups of the Eromanga community supporting the use of the Eromanga Community Development funds $52,000 over the next two years, 2016 and 2017 to cover construction costs of the Education Program skillion and waiting room at the ENHM shed. I would like to ask Council if they would support this request for funds (from the Eromanga Community Development funds) to cover these extension costs to deliver the education program to bring benefits for all communities in the Quilpie shire. It will be important to have this program up and running on the back of the announcement of the scientific description of the new genus/species of dinosaur (Australia’s largest dinosaur) later this year. This will create nation wide publicity, generating a lot of interest and the resulting exposure to schools which no doubt will be keen to be involved in such programs. Even before this announcement we have many schools indicating their interest in travelling to the museum for this program.

I would also like to ask Council if they would support not only the use of the Eromanga Community Development funds (a per the request of the Eromanga community) but also consider allowing the 2017 funds to be brought forward so that we can begin the construction while Peter Holling is still in the area and before the 2017 tourist season. This program is an important part of the museums capacity building to steadily strengthen its position so that is can continue to grow and continue to bring economic and social benefits to Quilpie Shire. The ENHM will continue to bring more job opportunities, more visitors and help to raise profile of Quilpie Shire as a new destination.

Original copies of the LOS can be sent in the mail to council, if necessary.

Thank you for your consideration.

Kind regards,

Robyn Mackenzie

Operations & Collection Manager


ATTACHMENT B: LETTERS OF SUPPORT


Strategic Decision Reports Confidential

__________________________________________________________________________________

12 CONFIDENTIAL

(08/16) – Application for Mining Claim No. 300110 12.1

IX: 105367

Author: Building, Environmental and Planning Officer, Angela Hennessy


Strategic Decision Reports

__________________________________________________________________________________

13 LATE CONFIDENTIAL ITEMS

14 LATE ITEMS

15 GENERAL BUSINESS

16 MEETING DATES
