Report and Recommendations of the Cycle Investigation Working Party Manawatu - the best place in New Zealand to ride a bike DMS #721918
1.0 Introduction 1.1 In February 2011 Palmerston North City Council and Manawatu District Council received a deputation from a coalition of cycling groups in the Manawatu asking that the Councils adopt a vision of Manawatu, the best and safest place to cycle in New Zealand. As a consequence Palmerston North City Council established a working party to investigate the feasibility of the goal, with terms of reference (appendix 1). This report identifies the findings of the group. 1.2 The Cycle Investigation Working Party (CIWP) consisted of: Councillor Jim Jefferies (Chair) Councillor Chris Teo-Sherrell Julie Dalziel (Cycle Aware Manawatu) Glenys Taylor (Bike Manawatu) Mike Daisley (Sport Manawatu- co-opted) Mayor Ian McKelvie (MDC) Chris Foggin (MDC) Graeme Tong (PNCC) Stuart Douglas (PNCC) 2.0 Vision and Goals 2.1 In the period the group was meeting the City Council adopted the vision of Manawatu, the best place in New Zealand to ride a bike through the Annual Plan process. The vision was also agreed by Manawatu District Council. This allowed the CIWP to focus its energies on how the Council could achieve the vision. 2.2 The CIWP identified three goals that would help make the vision a reality: Manawatu is a safe place to ride a bike Increase the number of people who ride a bike A quality experience for all forms of cycling 2.3 The CIWP then identified an Action Plan (appendix 2) that if implemented would deliver against these goals. It is recommended that the City Council adopt this Action Plan and use it to inform the development of future plans and policies for the Council, including, but not limited to the Manawatu Active Transport Strategy and the Sport and Recreation Strategy. The Action Plan also will be a tool to support decisions on resource allocation for the 2012/22 Ten Year Plan. 2
3.0 Cycling in the Manawatu 3.1 The Manawatu offers an excellent environment for cycling. The majority of the region is flat, with wide, relatively uncongested roads. There are a wide array of off and on-road cycling routes. There is an active community network of people who ride bicycles, and a number of local, regional and national cycling events. 3.2 The Palmerston North City has 8.9 km of off-road paths, 3.7km of off-road tracks and 41km of on-road cycle lanes. The City Council provides racks for parking 336 cycles. The 2011/12 Annual Plan has committed the City Council to $2,295,000 of investment in cycling infrastructure, identified in appendix 3. This is in addition to the regular revenue funding that encourages cycling including safety initiatives, events, and maintenance of existing cycle ways and provision of signage. The Council has completed almost three quarters of an orbital cycle route around the City and will soon be extending the network from the city centre to Ashhurst. The 2009/19 Long Term Plan identifies a further $7.75 million of expected investment from 2012 to 2019. 3.3 The City Council Citizens Panel was surveyed as part of the Council s Annual Plan process. An overwhelming ninety two per cent of those who responded to the survey were in favour of the Council adopting the proposed vision. Analysis of the responses did reveal there was significant concern about the safety implications of adopting such a vision. 3.4 The 2011/12 Annual Plan consultation process asked for people s views on adopting the vision. There was sufficient support for this vision for the Council to adopt Manawatu - the best place in New Zealand to ride a bike as an aspiration for the Council. Respondents did raise the issue of safety as a considerable challenge to make this a reality. From the respondents that mentioned cycling as part of their submissions 60% wanted to see more or better cycleways. 3.5 There are a number of policy areas that impact on cycling. The Manawatu Active Transport Strategy was adopted in 2007 by Palmerston North City Council, Manawatu District Council, Sport Manawatu and a number of other partners. In 2010, the City Council adopted a Sustainable City Strategy which identified the need to reduce carbon emissions as a key challenge for the city, recognising that cycling is one way to help achieve this. The City Council has also agreed to an Urban Design Strategy that has increased numbers of people who ride bicycles as a measure of success. Implementing this strategy will also see a review of the PNCC Engineering Standards. This will take into account the newly released National Standard NZS 4404:2010 (Land development and subdivision infrastructure). This provides local authorities, developers, and their professional advisors with 3
criteria for design and construction of land development and subdivision infrastructure. The Standard states The objective is to provide roads that are safe for all road users and designed to the context of their environment. Cycling is also supported through the City Council s 2009 Outdoor Recreation Strategy, which is due for review in 2012. This strategy does not make significant commitments to cycling and the review is an ideal opportunity to address this. The 2011 Events and Festivals Strategy has recommended that as part of its 2012-2022 Long Term Plan process the Council considers funding a programme of cycling events. 4.0 National Situation 4.1 There has been a shift in Government policy related to cycling. Previously, local cycling initiatives were often part-funded by New Zealand Transport Agency (NZTA). The 2011 Government Policy Statement on Land Transport Funding focuses on projects supporting economic growth, value for money and road safety. Cycling funding has been changed to "investment in fewer more targeted activities, for example in model communities. As the City has not been funded to be a model cycling community, this change in policy direction is likely to see less government funding available for cycling initiatives in the region. 4.2 Most urban local authorities in New Zealand have developed action plans and strategies to attempt to reverse the decline in cycling that has been experienced since the 1960 s. In the period 1996 to 2006 1 there was a 25% reduction in the number of people reporting that they cycled to work. The proportion of people cycling to work is very small- in 2006 only 1.9% of home to work journeys were undertaken by bike. 4.3 At the same time as cycle usage appears to be trending downwards there has been an upward trend in the number of cyclists killed or hospitalised from crashes involving motor vehicles 2. Nationally, cyclists in the 13-17 year age group appear to be most at risk of being in collision with a motor vehicle. Approximately nine in every ten reported cyclist casualties occurred on urban roads. However, over half of all cyclist fatalities occur on the open road. The behaviours of cyclists and motor vehicles were the subject of some discussion at the CIWP. Nationally, it was found that cyclists were not at fault for 63% of fatal or injury crashes involving cyclists. 1 Statistics New Zealand Census data 2 Ministry of Transport crash factsheet 2010 4
4.4 The average social cost per reported crash (in June 2009 dollars) is estimated at: Rural fatal crash $4,260,000 Rural serious crash $820,000 Rural minor crash $91,000 Urban fatal crash $3,775,000 Urban serious crash $699,000 Urban minor crash $82,000 3 5.0 National comparisons 5.1 Travel to work Census data gives a comparison of the numbers and proportions of people that list cycling as their main method of travelling to work (see appendix 4). Nearly all major urban areas in New Zealand have experienced a decline in the total number of people commuting to work by cycle despite growth of the working population. From 1996 to 2006 Palmerston North City s share of the national total of cycling commuters declined from 5.7% to 4.8%. In 1996, Palmerston North was New Zealand s cycle to work capital, with more than 10% of its population cycling to work (see appendix 4). But by 2006 it had dropped significantly more than any other area in NZ and more than three times faster than the national decline. Despite this dramatic decrease, in 2006 Palmerston North was still the third highest in the country for the number of people that cycled to their workplace. Anecdotal evidence from the CIWP suggests that there has recently been an increase in the number of people cycling to work in Palmerston North. 5.2 Safety The original request to the Council was to support the deputation s aspiration statement that the Manawatu is the best and safest place to cycle. Concerns about safety were a high priority for respondents to the Citizens Panel survey and the Annual Plan submissions. The CIWP identified a number of different views about the causes and solutions to cycling safety. Motorist behaviour, cyclist behaviour, cycleway provision, lighting, clothing were all seen as issues that impacted on safety. NZTA provides some evidence on reported accidents (see appendix 5). It is difficult to draw any significant conclusions from this data, other than that Palmerston North and the Manawatu do not have the worst, or the best, safety records in the country. All the areas that the region was compared to showed an increase in the percentage of cyclists that were casualties of accidents. 3 The social cost of road crashes and injuries: June 2009 update, Ministry of Transport 5
Cyclists have a number of risk factors that do not affect motorists. These factors give cyclists a high level of risk per unit time travelled. Ministry of Transport suggests that: there may be a volume effect that operates with cyclists, in that the current risk profile of cyclists could be related to the fact that there are relatively low numbers of cyclists on New Zealand s roads. If the number of individuals in New Zealand who cycles increase, the risk profile of cyclists may improve due to a 'safety in numbers effect. The CIWP agreed behaviour of some cyclists caused increased risk of accidents. Data suggests that the Palmerston North /Manawatu region has some of the safest cyclists in the country, since cyclists were cited as contributing factors in only 5% of urban and 3% of rural accidents in 2009 (see appendix 5). The CIWP discussed the merits of high-visibility clothing and believe that it is a good idea and can contribute to improved cycle safety, but noted that other factors are also important, such as road design, cycle positioning on the road, lighting, and awareness of other road users. They noted that the cyclists killed in the region in the past year were all wearing high-visibility gear. 5.3 Recreational cycling There was anecdotal evidence from the CIWP of an increase in recreational cycling in the region. The Citizens Panel survey identified that as many as 14% of the respondents cycled at least once a week, with 2/3 of the respondents cycling occasionally. The census data would suggest that few of this group are cycle commuters, so it seems a safe conclusion that there are significant numbers cycling for recreational and social purposes. Bike Manawatu is the result of the amalgamation of three local cycling clubs who were individually struggling to attract and retain new members. As a result of the new club being formed there has been a growth in activities provided and a growth in numbers participating, resulting in increased membership. Bike Manawatu is now the fourth largest cycling club in New Zealand according to BikeNZ. The club has as its goal to be the largest club in New Zealand and has recently set down where it wants to be in ten years: the largest club, the best place to ride a bike, a magnet for cyclists and to be key in influencing cycling in New Zealand. The Manawatu Mountain Bike Club was founded in 1988. Its membership has doubled in the last four years to 341. The Club has become an important organisation for co-ordinating the increasing sporting, recreational and advocacy needs of local mountain bikers. 6
5.4 Young people cycling The CIWP are of the opinion that getting children and young people to ride bicycles is an important part of encouraging good cycling habits that would carry through into adult behaviour. Ministry of Transport research 4 identified that nationally 67% of five to twelve year olds had cycled at some stage in the last year of the survey. However, it also noted a significant decline in the 20 years from 1989 to 2009. The average time cycled per week by those aged five to twelve had decreased from 28 to seven minutes and the average distance had decreased from 2.8km to 0.9 km. For those aged 13 to 17 years old the average time cycled per week had reduced from 52 to eleven minutes, and the distance decreased from 7.9km to 2.1 km. The CIWP identified a number of different reasons why this may be. NZTA identified 5 that nationally, cyclists in the 13-17 year age group appear to be most at risk of being in collision with a motor vehicle. There are a number of other suggested reasons: for girls in particular there appears to be an issue with image; the fear of stranger danger in addition to fears about road safety, and lack of facilities at schools. The spiral effect of less children cycling to schools means more children being driven, making roads more dangerous, so less children cycle and so on. There was anecdotal evidence of programmes that had been successful in increasing the number of pupils cycling to school. This included the Intermediate Normal School and schools in Hastings. Further research is required to identify if these models, or others in New Zealand, could meet the particular circumstances of Palmerston North and the Manawatu. 6.0 Making Manawatu the best place to ride a bike The CIWP identified three inter-related goals that would make the region the best place to ride a bike. 6.1 Goal 1 Manawatu is a safe place to ride a bike Nationally and locally there is a belief that safety, or the perception of safety, is a barrier to people cycling on a regular basis, whether recreationally, as a commuter or for social purposes (as supported by the local survey of 400 residents of whom 200 responded). The CIWP discussed and identified the conflicts that arise when motor vehicles travelling at 50-100 km/h share road space with cycles. A visitor from the Netherlands (Laura Hogendorp) addressed the group and emphasized that sharing the road could only be 4 Cycling for transport: Ongoing New Zealand Household Travel Survey 2006-2009, Ministry of Transport, Dec 2009 5 Ministry of Transport crash factsheet 2010 7
achieved safely if the speed limit was under 30 km/h. At 50 km/h lane markings were required, and at faster speeds cycle pathways separate from the road. The CIWP discussed what measures would improve cycle safety on existing, remodelled and future roads, and identified a major need for safe cycle routes for transportation around the region. They found the current road user hierarchy inadequate to meet this need and believe that this needs to be revised to give people who ride bicycles higher priority. The CIWP recognises that there are numerous activities being undertaken by both Councils that enhance safety for cyclists. This includes physical improvements at junctions and intersections, the expansion of the cycleway network, widening shoulders on rural roads. However, the CIWP believes that a greater emphasis on this provision will increase the number of people who ride bicycles, which in turn will increase safety. The CIWP is pleased to note that future plans including implementing the Urban Design strategy and master planning the new residential growth areas will have a positive impact in the long term. The CIWP also believe that campaigns and programmes to improve driver and cyclist behaviour can have a direct impact on safety levels. Additionally, there needs to be enforcement of road rules by the police and parking wardens. 6.2 Goal 2 Increase the number of people who ride a bike The CIWP believe that more people riding bicycles will create an upward spiral. This idea is supported by an Australian report 6 finding that when a community doubles its cycling numbers it can expect a one-third drop in the per-cyclist frequency of a crash with a motor vehicle. More people cycling will increase safety and therefore increase the acceptance of cycling; this in turn will increase numbers making it easier for local authorities to justify investment in cycling infrastructure. This in turn grows the number of cyclists and the spiral will continue upwards in a virtuous cycle. The CIWP discussed the research around the number of women cyclists as an important factor in whether the children in the family will also cycle 7. Identifying and overcoming barriers women have to cycling in Palmerston North and the Manawatu would potentially increase overall numbers of people riding bicycles. Getting more children cycling will lead to more parents getting involved. Providing and promoting opportunities for recreational cycling for families will encourage families to cycle together. 6 2008. Cycling: Getting Australia Moving (sciencedaily.com/releases/2008/09/080903112034.htm) (Full report at: sensibletransport.org.au/project/cycling-getting-australia-moving) 7 Philip Darnton. Chair of Cycling England. Presentation at Cycling Conference, New Plymouth, NZ, 2009. 8
This upward spiral effect will make it easier for businesses to get more staff cycling to work and make provision for bike storage, changing facilities and cycle friendly workplaces more prevalent. Other incentives for people to choose to ride bicycles would be less traffic on the road, aided by promotion and availability of public transport and disincentives for private motor vehicle use. 6.3 Goal 3 A quality experience for all forms of cycling People expect to have quality experiences, and people who ride bicycles are no different. If infrastructure and people s behaviours make cycling an enjoyable experience more people will take part. More people will tell their friends and colleagues that it is an enjoyable experience. It will be easier to encourage the significant number of the city s bicycle owners to get on their bikes, whether it is to work or to play, whether it is because it is good for their health, their wallet or the environment. This can be achieved by continuing to invest in the city s infrastructure, including completing the inner city loop, developing cycling routes across the region of different lengths, ensuring the public transport network is linked to a cycling network and ensuring there are facilities such as cycle parking and toilets at end-of-trip destinations. 7.0 Cycle Plan - Goals and actions to achieve the goals Goals One Manawatu is a safe place to ride a bike What should we do to achieve our goals? 1. Road user hierarchy policy within Council Plans gives cyclists high priority. 2. Education of cyclists and motorists on safe use of the roading network. 3. Expand the network of cycle lanes. 4. Cycling integrated into wider urban design taken to next level at next policy review time. 5. Establish wide shoulders on designated rural roads. 6. Establish cycle friendly routes on selected rural roads. 7. Key intersections to be made cycle friendly. 8. Provide for bike phases at intersection lights. 9. Enforcement of road rules that infringe on cycle safety (e.g. parking in cycle lanes, causing injury to cyclists). 10. Develop a seamless integration of cycling routes and facilities across Local Authorities (PNCC, MDC, and HRC). 11. Create a safe environment around schools for cycling with a specific focus on reducing speed and traffic density. Two Increase the number of people who ride a bike 1. Develop an action plan that gets most kids cycling to school (make this a priority and find out about the Intermediate Normal School model and bikes in schools programme in Hastings) 2. Develop an action plan that gets more staff from major organisations and businesses biking to work. (Note that small businesses make up majority of people. Target large organisations with known cyclists). 3. Make cycling the easiest option for short journeys. 9
Three A quality experience for all forms of cycling 4. Develop a promotional, support and development action plan for recreational cycling. (See also Goal 3). (Specific actions can include supporting cycling events, publicising on-road cycle friendly routes, expanding off-road trails for active cyclists, developing and promoting mountain bike trails, cycling clubs increasing membership, cafe cycling groups etc). 5. Encourage existing recreational cyclists to become commuter cyclists. 1. Develop a regional cycle network, that also links to a national network. 2. Develop an integrated Palmerston North cycle network which links to the regional network. 3. Ensure modal integrated transport facilities for cycles bike lockups at train/bus stops, bike racks on buses. 4. Reduce the puncture risk on local roads (glass free, no loose stones or debris). 5. More tolerant drivers (refer education action under Goal 1). 6. Infrastructure user friendly (refer Goal 1). 7. There is a place to be increase designated cycle lanes (refer Goal 1) 8. Make the Palmerston North inner city loop (32km of cycling) including bridle path accessible and cycle friendly. Develop this as a recognised off-road leisure ride. 9. Promote the development of end of trip cycle facilities work place, supermarket, within city, cafes. Ensure there are adequate places to store bikes. 10. Develop several recognised and a few iconic cycling experiences with appropriate signage and promotion (e.g. The Country road, The Country Road Classic, Inner-city loop, Ashhurst to Palmerston North river ride, Valley Road/Pohangina country ride, City to Coast Rail Trail using the old railway line, DOC s MTB trail near the Gorge, Feilding to Palmerston North cycleway). 11. Provide easy access to information on facilities, routes, leisure and recreational rides, maps, including an annual events calendar (covering Competitive, Novice, Recreational, Kids, and Family events). 12. That an iconic mountain bike park is developed in the Manawatu. 13. Provide original and exciting designs for cycle stands. Involve the local community in the design of these cycle stands. 8.0 Recommendations from the Working Party 1. That the Council note its previous decisions to adopt a vision for cycling, Manawatu the best place in New Zealand to ride a bike, and to set up a working party to determine how this vision can be achieved. 2. That the Council adopt the Cycle Investigation Working Party Cycle Plan for incorporation into appropriate Council s plans, policies and actions. 10
3. That the CEO be instructed to prepare an implementation plan and timetable for the Cycle Plan together with a means of monitoring the implementation of the plan and that progress is reported through the Council s monitoring system. In addition, a detailed progress report is presented to Policy and Planning Committee in one year s time. 4. That Council support the following items, recommended for early action by the Cycle Investigation Working Party, to be funded in the first year of the 2012/22 Ten Year Plan. a. Completion of the Palmerston North off road, inner city cycle and walking loop (from item 3.8 in the Cycle Plan). b. Work with Manawatu District Council to establish priority cycle routes on country roads (Cycle Plan 1.10) with the routes to be recommended by Bike Manawatu. c. Work with and encourage business, communities and other organisations to provide cycle facilities at ride ends that serve urban design objectives (Cycle Plan 3.9). Council can provide advice and access to facility designs. d. Provide information about cycling in Manawatu (Cycle Plan 3.11). e. Investigate the successful cycling culture at Intermediate Normal School and Bikes in Schools programme in Hastings and its possible adoption by other schools (Cycle Plan 2.1). 5. That Council support the following priorities recommended by the Cycle Investigation Working Party: a. Develop a road user hierarchy policy which gives cyclists high priority (Cycle Plan 1.1). b. Education of cyclists, motorists and pedestrians on safe use of the roading network (Cycle Plan 1.2). c. Modal integrated transport facilities for cycles bike lockups at train/bus stops, bike racks on buses (Cycle Plan 3.3) d. Develop an action plan that gets kids cycling to school (Cycle Plan 2.1). e. Develop an action plan that gets more staff from major organisations and businesses biking to work (Cycle Plan 2.2). 11
9.0 Summary The CIWP have produced a Cycle Plan (appendix 2) and recommended its adoption by Palmerston North City Council. Manawatu District Council representatives have participated in the CIWP and may make a similar recommendation to their Council. In addition the CIWP have selected certain actions in the plan for early adoption and also made recommendation on priorities in the plan. The CIWP considered the Terms of Reference (TOR) set by Palmerston North City Council (appendix 1). It is considered that TOR 1 define the elements of the vision was a necessary first step and the Cycle Plan completes that step. It was considered premature to fulfil other elements of the TOR until the Cycle Plan is adopted by Council. We are recommending that a progress report is presented to the City Council in one year s time to highlight the progress that has been made in implementing the Cycle Plan and to identify areas that need further focus. The CIWP acknowledge that many initiatives around cycling have already been incorporated in Council plans and policies and are being implemented in the city. The Cycle Plan therefore does not start from scratch. It will however provide a coordinating document to bring all these actions to the fore. The CIWP believe that the Cycle Plan if adopted by Council will build on existing initiatives to make Manawatu the best place in New Zealand to ride a bike. 12
Appendix 1 TERMS OF REFERENCE CYCLING INVESTIGATION WORKING PARTY Purpose 1. To understand the expectations of Council expressed in the deputation and consider any feedback from the community through the Annual Plan consultation 2. To investigate the rationale and the implications (if any) for the Council in realigning policies and resources to support Manawatu, the best (and safest) place to cycle. 3. To ensure that any outcomes of this investigation are integrated with the review of the Active Transport Strategy and cognisance is taken of any other Council strategies that incorporate cycling. 4. To report back to the Planning & Policy Committee by August 2011 with its findings and recommendations. Scope of Investigation 1. Define the elements of the vision and benchmark Palmerston North City 2. Understand what the problem is, the extent of the problem, and identify any gaps 3. Identify current (and proposed) policy and infrastructure approaches, programmes, and priorities 4. Undertake an assessment of policy and infrastructure priorities against expectations, and determine any unintended consequences arising from any reallocation of resources and priorities 5. Work with other parties to identify roles, responsibilities, and commitments 6. Formulate conclusions for reporting back to Committee Timing of the Investigation Re-prioritisation and/or funding implications (if any) to be considered as part of the LTP process for 2012/22 Sunset Clause It is intended that the Working Party s task will conclude by the end of August 2011. However, without pre-determining what will result from the Working Party, it is prudent to review the need for the Working Party at the time that its findings are reported to Committee. Membership Two elected members Two Palmerston North City Council staff members Two representatives from the community A representative from Manawatu District Council Co-opted members as required Selection of Community Representatives To ensure that the Working Party is established in a timely manner, Sport Manawatu, in their capacity as the co-ordinating agency for sport and recreation, will be approached to nominate two community representatives to be on the Working Party. The two community representatives should be able to represent the perspectives of both recreation and commuting cyclists. 13
Appendix 2 Cycle Investigation Working Party Cycle Plan August 2011 Our vision for cycling Manawatu the best place in New Zealand to ride a bike Goals for cycling 1. Manawatu is a safe place to ride a bike What should we do to achieve our goals? 1. Road user hierarchy policy within Council Plans gives cyclists high priority. 2. Education of cyclists and motorists on safe use of the roading network. 3. Expand the network of cycle lanes. 4. Cycling integrated into wider urban design taken to next level at next policy review time. 5. Establish wide shoulders on designated rural roads. 6. Establish cycle friendly routes on selected rural roads. 7. Key intersections to be made cycle friendly. 8. Provide for bike phases at intersection lights. 9. Enforcement of road rules that infringe on cycle safety (e.g. parking in cycle lanes, causing injury to cyclists). 10. Develop a seamless integration of cycling routes and facilities across Local Authorities (PNCC, MDC, and HRC). 11. Create a safe environment around schools for cycling with a specific focus on reducing speed and traffic density. Who is responsible for the action? Measures of our Progress? Timeline for completion? 14
Our vision for cycling Goals for cycling 2. Increase the number of people who ride a bike 3. A quality experience for all forms of cycling What should we do to achieve our goals? 1. Develop an action plan that gets most kids cycling to school (make this a priority and find out about the Intermediate Normal School model and bikes in schools programme in Hastings) 2. Develop an action plan that gets more staff from major organisations and businesses biking to work. (Note that small businesses make up majority of people. Target large organisations with known cyclists). 3. Make cycling the easiest option for short journeys. 4. Develop a promotional, support and development action plan for recreational cycling. (See also Goal 3). (Specific actions can include supporting cycling events, publicising on-road cycle friendly routes, expanding off-road trails for active cyclists, developing and promoting mountain bike trails, cycling clubs increasing membership, cafe cycling groups etc). 5. Encourage existing recreational cyclists to become commuter cyclists. 1. Develop a regional cycle network, that also links to a national network. 2. Develop an integrated Palmerston North cycle network which links to the regional network. 3. Ensure modal integrated transport facilities for cycles bike lockups at train/bus stops, bike racks on buses. 4. Reduce the puncture risk on local roads (glass free, no loose stones or debris). 5. More tolerant drivers (refer education action under Goal 1). Who is responsible for the action? Measures of our Progress? Timeline for completion? 15
Our vision for cycling Goals for cycling What should we do to achieve our goals? 6. Infrastructure user friendly (refer Goal 1). 7. There is a place to be increase designated cycle lanes (refer Goal 1) 8. Make the Palmerston North inner city loop (32km of cycling) including bridle path accessible and cycle friendly. Develop this as a recognised off-road leisure ride. 9. Promote the development of end of trip cycle facilities work place, supermarket, within city, cafes. Ensure there are adequate places to store bikes. 10. Develop several recognised and a few iconic cycling experiences with appropriate signage and promotion (e.g. The Country road, The Country Road Classic, Inner-city loop, Ashhurst to Palmerston North river ride, Valley Road/Pohangina country ride, City to Coast Rail Trail using the old railway line, DOC s MTB trail near the Gorge, Feilding to Palmerston North cycleway). 11. Provide easy access to information on facilities, routes, leisure and recreational rides, maps, including an annual events calendar (covering Competitive, Novice, Recreational, Kids, and Family events). 12. That an iconic mountain bike park is developed in the Manawatu. 13. Provide original and exciting designs for cycle stands. Involve the local community in the design of these cycle stands. Who is responsible for the action? Measures of our Progress? Timeline for completion? 16
Appendix 3 2011/12 Palmerston North City Council Annual Plan Identified cycling initiatives ID Name Budget ($) 114 City Wide New cycle stands and shelters 42,000 116 Railway Road- Cycle/Pedestrian Pathway 334,000 138 City Wide improvements to cycle/pedestrian crossing points 53,000 172 Mangaone Stream stopbanks- construction of cycle/pedestrian 512,000 pathway 226 Railway Road ( from the Overbridge to Vogel Street) Cycle 593,000 improvements, including Overbridge clip ons 232 Manawatu River (Napier Road Drain to Maxwell s Line) sealed 318,000 cycle/pedestrian pathway 235 Manawatu River (Ashhurst to Napier Road Drain) sealed 318,000 cycle/pedestrian pathway 528 c/fwd Railway Road ( from the Overbridge to Vogel Street) 100,000 Cycle improvements, including Overbridge clip ons 547 Manawatu, the best place in New Zealand to Ride a Bike 25,000 Total 2,295,000 17
Appendix 4: Cycling As Travel To Work Cycling listed as main means of travel to work Local Authority 1996 2006 % change % Population change over 15 years old Wellington 1635 2160 32 15 Nelson 1143 1215 6 8 Christchurch 9633 9093-6 11 Tauranga 1335 999-25 34 Napier 1179 855-27 5 New Plymouth 990 681-31 5 Palmerston North 2871 1818-37 4 Hastings 1482 924-38 9 Dunedin 1380 855-38 3 Hamilton 2841 1716-40 18 Invercargill 1122 471-58 3 New Zealand 50811 38091-25 13 Cycling as a percent of total travel to work (excluding those who worked from home or did not work that day) Local Authority 1996 2006 % change Palmerston North 10.2 5.4-4.8 Christchurch 8.0 7.0-1.0 Nelson 7.4 6.8-0.6 Hamilton 6.8 3.2-3.6 Hastings 6.4 3.3-3.1 Napier 6.0 3.7-2.3 Invercargill 5.5 2.2-3.3 Tauranga 5.1 3.4-1.7 New Plymouth 4.3 2.5-1.8 Dunedin 3.2 1.8-1.4 Wellington 2.2 2.5 0.3 New Zealand 3.9 2.4-1.5 18
Appendix 5: Cycling Safety NZTA data as at 30 June 2009: Cyclists as a percent of road user casualties (2005-2009) Local Authority Urban Rural 10 Year Trend Nelson 25 2 up Hastings 16 1 up Wellington 16 1 up Christchurch 12 5 up Palmerston North 12 4 up Napier 12 2 up Tauranga 12 2 up Manawatu 11 1 down Hamilton 10 2 up Hutt City 9 2 up Rotorua 9 1 up Invercargill 7 0 up Dunedin 5 1 up NZTA data as at 30 June 2009: Percent of accidents where cyclists are cited as contributing factors Local Authority Urban Rural Tauranga 12 3 Nelson 11 1 Hutt City 10 1 Hastings 9 2 Wellington 6 3 Napier 6 2 Rotorua 6 1 Christchurch 5 3 Palmerston North 5 2 Manawatu 5 1 Hamilton 5 1 Invercargill 5 0 Dunedin 3 1 19