Cycle Lanes Dixon Street (Worksop Road to Crayne Street) Purpose of the Report To seek a decision to continue the on-road cycle lanes from Worksop Road to Crayne Street along Dixon Street in conjunction with planned road surfacing early 2018. Dixon Street has been identified as an established cyclist route within the Cycling Strategy 2017 and as such is a route of high importance within the cycleway implementation plan. All potential cycleway projects have been ranked within the implementation plan using the following criteria: Crashes with cyclists Cost Benefit Traffic volume Synergies with forward sealing works (Dixon Street is to be resurfaced early 2018) A preferred option has been designed to continue the cycle lanes along Dixon Street between Worksop and Crayne Street which establishes safe lane widths for both vehicles and cyclists. However, the preferred option will require on-street car parking to be prohibited on the west side of Dixon Street. A proposed design is provided in appendix A. Background/Previous Decisions The existing cycle lanes between Church Street and Worksop Road were established in conjunction with resurfacing works since 2015. These lanes required an amendment to the Traffic Bylaw (part 13) to establish the cycle lanes and prohibit parking. This amendment was passed by Council on the 10 th July 2015. To continue the lanes along the next section of Dixon Street requires significantly more parking to be prohibited. The Council would be required to adopt an amendment to the consolidated Bylaw 2012, part 13 (Traffic), essentially following the same process as above. Safety and Crash History Dixon Street has a high number of crashes involving cyclists when compared to other routes within the cycling strategy. The crash history was analysed from 1997 to 2017 and 33 crashes were recorded on Dixon Street involving cyclists 13 were recorded in the section of Dixon Street scheduled for resealing in 2018. Of 33 crashes 5 were serious, 19 were minor injuries and 9 were non-injury. 10 crashes were in the last 5 years. See Appendix B for a full list of crashes over the last 20 years.
% Occupied Parking Demand Currently, there is unrestricted parking on both sides of Dixon Street from Worksop Road to Crayne Street. There is a small section of P60 parking between Smith Street and Worksop Road that is unaffected by the proposed design. On the west side, there are approximately 80 possible parking spaces predominantly fronted by commercial and retail businesses. On the east side, there are approximately 81 possible parking spaces predominantly fronted by residential property, giving a total of approximately 161 potential parking spaces. The proposal would prohibit parking along the west side of Dixon Street and a small section of the east side from Norris Way to Crayne Street. This would remove approximately 85 on road parking spaces along Dixon Street. In order to inform this decision to prohibit parking, a survey was carried out on the 17 th October from 8:00 am to 6:00 pm to evaluate the parking occupancy or demand and parking duration. The graph below outlines the results. AVG PERCENT OCCUPIED PARKING BY SECTION ON DIXON ST 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% WEST, Worksop WEST Harlequim Rd to Harlequim St to Russell St St WEST Russell St to Crayne St SECTIONS ON DIXON STREET EAST Worksop EAST McKenna St EAST Herbert St Rd to McKenna St to Herbert St to Crayne St Generally, it was concluded that on the 17 October, The average parking demand along the total length of Dixon Street was found to be <40% of the available supply, suggesting that there is the capacity to remove parking. Parking demand patterns were found to be similar on the east and west sides. Demand was highest from Worksop Road to McKenna St and Harlequin St at approximately 57% and 49% respectively. It was noted that the car dealerships were parking lot vehicles for sale on the road for the entire day. A funeral was held at the Catholic Church between 2-3pm, which had a significant effect on parking in the vicinity of the church (section 2&3). The number of vehicles parked longer than 2 hours was generally <50% for all sections along Dixon Street. All commercial and residential property along Dixon Street have off street parking available. See attached appendix C for a full summary of results of the parking sections along Dixon Street and appendix D for list of affected residents. It is also worth noting that while sporting events are on at
Memorial Park, the parking in vicinity of the sports ground is in high demand. It is anticipated that this demand will migrate into the adjoining residential and commercial streets. Strategic Goals and Outcomes Significance Masterton s Long Term Plan 2015-25 sets out several key new investments over the next ten years which includes supporting ambitions for Masterton to become a renowned cycling centre by investing in on and off-road cycling routes. Other examples where the outcomes of The Long-Term Plan can be achieved through the development of cycling in Masterton are: A strong, resilient economy by promoting Wairarapa as a national road cycling centre A sustainable, healthy environment by encouraging people to be active on bikes An easy place to move around by promoting safe alternatives to cars by providing cycle facilities. Significance and Engagement Policy The level of significance is likely to be of a medium level within the community, however, it may be high where residents and commercial business parking is directly affected. The cycling strategy has been publicly consulted on between the 1 st of September and 22 nd September 2017 although no detailed design on routes have been consulted on as yet. Previously there have been four public parking spaces removed from in front of Warehouse Stationery with no public consultation. However, this project will affect public parking on a much larger scale and as such informing the public about the proposed changes will be necessary. Engagement There is likely to be very opposing views within the community on the prohibition of parking to establish on road cycling lanes. The community have shown support for cycling facilities and routes within the cycling strategy, however, some businesses and residents directly affected are likely to oppose removal of the on-street parking in front of their properties. A summary of the project could be prepared and delivered to those directly affected proprieties inviting feedback so that Council can gauge whether there is a significant level of opposition and respond accordingly. Publicity/Communications - A communications plan will need to be developed to inform those residents directly affected, this could be delivered by mail or person. Preferred Option It is not practical nor economically possible to widen the carriageway, therefore all options assessed were pertaining to how the cycle lanes might be retrofitted within the existing roading corridor. The preferred option was to retain safe traffic lane widths and a safe separation distance for cyclists from parked cars and traffic lanes. The following typical cross sections show the preferred design at key sections along Dixon Street. A plan is also attached in appendix A showing the route.
Budget The preferred option is provided within existing approved budgets. Cycleway projects, in general, are identified within the annual plan and align with NZTA priorities and objectives for funding. No further funding is required other than what has been allocated in the annual plan.
Conclusions The cyclic strategy and implementation plan has identified Dixon Street as a strategic route for on road cycle lanes. Crash data, costs and traffic volume supports the continuation of cycle lanes along Dixon Street in line with the Council s cycling and pedestrian safety objectives. The preferred design requires significant prohibition of parking along the west side of Dixon Street in order to provide the safest option for all users of the road corridor. The preferred option will require council support to amend the Traffic Bylaw (part 13) to prohibit parking along the western side of Dixon Street in order to establish and continue cycle lanes. Recommendations 1. That the Council supports the continuation of the cycle lanes along Dixon Street from Worksop Road to Crayne Street. 2. Consult with residents directly affected by the removal of parking and receive any feedback. 3. Once feedback from residents directly affected has been received, Council may resolve to either adopt an amendment to the consolidated Bylaw 2012, part 13 (Traffic) to prohibit parking along the west side of Dixon Street to permit the establishment cycle lanes or retain the current situation. Appendices A: Proposed cycleway plan and typical cross sections. A: Crash data and diagram for Dixon Street. C: Parking survey results 17 October 2017. D: List of Effected properties