Slower speed limits - New Zealand case studies

Guidance on implementing slower speed limits:

New Zealand case studies

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All local Councils should now have a Speed Limits Bylaw detailing all of the different speed limits set in their District. This Bylaw usually has a Schedule or Register of the specific locations where each limit has been enacted. Accurate details in this Bylaw are necessary for any speed limits to be enforceable by Police.

Sources
NZ Transport Agency (NZTA), ARRB (an Australian road research group), Austroads (an association of Australian and New Zealand road transport and traffic authorities) and local authority websites.

Appendix 1:
Jan Gehl Public Space Public Life Study of Central Christchurch (2009)
http://www.ccc.govt.nz/cityleisure/projectstoimprovechristchurch/publics...

A city centre with a 'human' pace

A TRAFFIC CALMED CITY CENTRE speed limits within 'slow core'
CONSTRAINTS ON VEHICULAR MOVEMENT
In order to improve the quality and vitality of the city centre a reduction in vehicular traffic volumes needs to be achieved. Vehicular traffic still has an important role to play as many people are dependent on their car for getting to and from the city. The study should not be seen as a promotion for getting rid of vehicular traffic in Christchurch but more as an aim for a healthy balance between the various transport modes.

INTRODUCE SPEED LIMITS
A speed restriction of 30 km/h should be introduced within a 'slow core' in the city centre. Lowered speed limits and general traffic calming schemes will reinforce the perception of streets being city streets and not thoroughfares.
(page 47, Jan Gehl Public Space Public Life Study of Central Christchurch, 2009)

GATEWAYS TO THE CITY CENTRE
When arriving at Christchurch city centre people need to feel welcome in order to have a positive experience of the qualities, amenities and the cultural and historical activities and sights available in the city. The 'invitation' starts at the arrival to the city centre and at the gateways to the 'slow core' The most important gateways should signal a change of focus to an increased pedestrian priority. The gateways should also be linked to the city network, both visually and physically. It should be easy to find your way and orient your self! The focus should be on legibility.

Establish a legible and well defined threshold that underlines the change to the 'slow core'. A message that signals to the motorist that they now have reached a zone where all road users have the same priority.

The quality of the street can be raised in a number of ways:
• Introduce a speed limit of max. 30 km/h.
• Provide attractive walking and cycling conditions.
• Introduce the human scale in lighting etc.
• Introduce more crossings for pedestrians, so the street is no longer a barrier.

Create a traffic calmed city centre and get better streets spaces
Create a traffic calmed city centre with a reduced amount of traffic and a 'slow core' with a 30 km/h speed limit.

Important gateways to the 'slow core'. Safe comfortable streets more even balance between various transport modes (Page 94, Jan Gehl, Public Space Public Life Study of Central Christchurch, 2009)

Appendix 2:
The Speed Environment in the Timaru District, Simon Davenport, Transportation Engineer, Timaru District Council
Canterbury Active Transport (CAT) Forum 16 June 2009

Simon Davenport's (Simon) took the Forum on a pictorial trip around Timaru showing examples of how speed environments are being enhanced, or created. The location pictures were used to describe in more detail just how the philosophy is being implemented, in Timaru.
Simon's presentation explained the relationship between street design and inappropriate and unsafe vehicle speeds - and the initiative to engineer  'speed environments'.

He explained how there is a void between engineering and planning that needs to take into account urban design principles. There is also a need to raise public awareness of the risks of speeding to enable acceptance of a lower speed limit, particularly around schools, shops and tourist areas where there are volumes of pedestrians. Simon explained how narrower traffic lane widths, such as those put in place at temporary road layouts when road works and events are in operation are successful in reducing traffic speeds.

Simon outlined the standard carriageway widths and corresponding speed limits for principal, collector, local and local cul-de-sac streets. These are guidance only and local conditions such as the neighbouring street network, adjacent land uses and the district plan road hierarchy should determine in practice what speeds vehicles should travel at. Vertical design elements (side friction) such as kerbs, plantings, parked vehicles and directional changes are also being used in Timaru to lower speeds on roads - these encourage drivers to think for themselves rather than being told what to do. Cycle lanes on principal roads have also lowered traffic speeds.

Simon explained the importance of engineers meeting with colleagues in road safety (education) and the Police (enforcement) regularly to enable collaboration on issues. The key message the three 'E's' are working together to promote is that urban speed limits are not the urban speed target.

Simon was asked whether property prices have been affected by efforts in Timaru to lower speed as this can make adjacent properties a more pleasant place to live. No data is currently being collected on the influence of the speed environment on adjacent property prices. Andrew Macbeth commented that such speed analysis would be useful in informing New Zealand Transport Agency guidelines.

Simon was asked whether centre-lines had been removed from any of the roads in Timaru. This practice has just started in Timaru, with the first street having recently been done. Similar trials are currently about to take place in Auckland