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:
2.3
•
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
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 vehicles2. 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
2
Statistics New Zealand Census data
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 $82,0003
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 research4 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
identified5 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
What should we do to achieve our goals?
1. Road user hierarchy policy within Council Plans gives cyclists
high priority.
Manawatu is 2. Education of cyclists and motorists on safe use of the roading
a safe place
network.
to ride a
3. Expand the network of cycle lanes.
bike
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
Goals for
cycling
Manawatu 1. Manawatu
the best
is a safe
place in
place to
New
ride a bike
Zealand to
ride a bike
What should we do to achieve our goals?
Who is
responsible
for the
action?
Measures of
our
Progress?
Timeline for
completion?
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.
14
Our vision
for
cycling
Goals for
cycling
What should we do to achieve our goals?
Who is
responsible
for the
action?
Measures of
our
Progress?
Timeline for
completion?
2. 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.
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.
3. A quality
1. Develop a regional cycle network, that also links to a
experience
national network.
for all
2. Develop an integrated Palmerston North cycle
forms of
network which links to the regional network.
cycling
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).
15
Our vision
for
cycling
Goals for
cycling
What should we do to achieve our goals?
Who is
responsible
for the
action?
Measures of
our
Progress?
Timeline for
completion?
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.
16
Appendix 3
2011/12 Palmerston North City Council Annual Plan
Identified cycling initiatives
ID
114
116
138
172
226
232
235
528
547
Name
City Wide – New cycle stands and shelters
Railway Road- Cycle/Pedestrian Pathway
City Wide – improvements to cycle/pedestrian crossing points
Mangaone Stream stopbanks- construction of cycle/pedestrian
pathway
Railway Road –( from the Overbridge to Vogel Street) – Cycle
improvements, including Overbridge ‘clip ons’
Manawatu River (Napier Road Drain to Maxwell’s Line) – sealed
cycle/pedestrian pathway
Manawatu River (Ashhurst to Napier Road Drain) – sealed
cycle/pedestrian pathway
c/fwd Railway Road –( from the Overbridge to Vogel Street) –
Cycle improvements, including Overbridge ‘clip ons’
Manawatu, the best place in New Zealand to Ride a Bike
Total
Budget
($)
42,000
334,000
53,000
512,000
593,000
318,000
318,000
100,000
25,000
2,295,000
17
Appendix 4:
Cycling As Travel To Work
Cycling listed as main means of travel to work
Local Authority
Wellington
Nelson
Christchurch
Tauranga
Napier
New Plymouth
Palmerston North
Hastings
Dunedin
Hamilton
Invercargill
New Zealand
1996
2006
% change
1635
1143
9633
1335
1179
990
2160
1215
9093
999
855
681
32
6
-6
-25
-27
-31
% Population change
over 15 years old
15
8
11
34
5
5
2871
1482
1380
2841
1122
50811
1818
924
855
1716
471
38091
-37
-38
-38
-40
-58
-25
4
9
3
18
3
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
Christchurch
Nelson
Hamilton
Hastings
Napier
Invercargill
Tauranga
New Plymouth
Dunedin
Wellington
10.2
8.0
7.4
6.8
6.4
6.0
5.5
5.1
4.3
3.2
2.2
5.4
7.0
6.8
3.2
3.3
3.7
2.2
3.4
2.5
1.8
2.5
-4.8
-1.0
-0.6
-3.6
-3.1
-2.3
-3.3
-1.7
-1.8
-1.4
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 (20052009)
Local Authority
Urban
Rural
Nelson
Hastings
Wellington
Christchurch
Palmerston North
Napier
Tauranga
Manawatu
Hamilton
Hutt City
Rotorua
Invercargill
Dunedin
25
16
16
12
12
12
12
11
10
9
9
7
5
2
1
1
5
4
2
2
1
2
2
1
0
1
10 Year
Trend
up
up
up
up
up
up
up
down
up
up
up
up
up
NZTA data as at 30 June 2009: Percent of accidents where cyclists are cited as
contributing factors
Local Authority
Tauranga
Nelson
Hutt City
Hastings
Wellington
Napier
Rotorua
Christchurch
Palmerston North
Manawatu
Hamilton
Invercargill
Dunedin
Urban
Rural
12
11
10
9
6
6
6
5
5
5
5
5
3
3
1
1
2
3
2
1
3
2
1
1
0
1
19