Submission on Proposed 10-Year Plan 2009-19, incorporating the proposed 2009/10 Annual Plan

 

 

Cycle Aware Wellington

PO Box 27 120

Wellington 6141

Contact person: Illona Keenan

Telephone number: 971 5602

E-mail address: illona@wildlands.co.nz

Date: 18 April 2008

 

Yes  we also want to present your views in person. You will be allocated a time slot (between 13 and 15 May)

Introduction

 

Who is Cycle Aware Wellington?

We are a voluntary, not-for-profit organisation aimed at improving conditions for existing cyclists and encouraging more people to bike more often. We are the local advocacy group for cyclists who use their bikes as a means of transport. Since our inception in 1994, we have worked constructively with Greater Wellington on a wide variety of projects.

 

 

CAW supports the pilot cycle training projects.

 

We would like to congratulate GW on this initiative and look forward to the training projects being offered to more than six schools in the future.  And that in 2010/11 it is no longer a pilot project and is fully adopted and offered to more schools in the region.

 

Decision sought

That progressively the cycle training programme is offered 8 schools in 2010/11 and 10 schools in 2011/12.

 

CAW supports GW’s facilitation of the region’s Active Transport Forum.  We would like to see this forum grow and develop into a more interactive forum where community groups and advocates can have a stronger voice on promoting Active Transport and ensuring it receives appropriate funding and support.

 

CAW supports Public awareness campaigns to promote walking, cycling and public transport and to discourage unnecessary car trips; and to encourage safe behaviour by cyclists and motorists, for example the "don't burst their bubble campaign".

 

 

Integration of cycling and public transport.

 

We would like to thank GW for conducting the trial where Cycles are carried for free on trains on the Metlink network.  This should become standard policy.  There should also be some flexibility in the conditions, for example the provision of carrying more than two bikes when there is room in the carriages (during off peak services).

 

However CAW is disappointed that there is no mention of the importance of integration between active modes and public transport.  Over short distances the bicycle is an effective and efficient mode of transport. Combining public transport with bicycle riding enables people to travel door-to-door over longer distances without relying on the private motor vehicle. This broadens the potential of both cycling and public transport. 

 

Benefits of integrating bicycles and public transport

 

Integrating bicycle riding and public transport has many benefits including:

• increasing the catchment area around public transport by 10 to 14 times that for pedestrians
• significantly increasing the potential destinations available to bicycle riders
• adding flexibility to public transport commuting
• offering a sustainable alternative to using a private motor vehicle to commute
• allowing the cyclist to avoid unsafe traffic situations
• expanding recreational and touring cycling opportunities
• improving access for bike riders and other users such as pedestrians with mobility aids, wheelchairs and parents with prams
• better health from increased exercise (a convenient way of incorporating physical activity into a person’s daily routine).

 

CAW is concerned that not enough attention has been paid to the provision of carriage of bicycles on the new rolling stock

 

 

Quality end-of-trip facilities (e.g. secure parking) at transport hubs also offer the following benefits:

• improved environmental image
• reduced demand for car parking at transport hubs
• reduced congestion around, to and from transport hubs
• reduced congestion at peak times

Carriage of bicycles on buses should also be explored.

 

Facilities at public transport nodes

Quality bicycle parking facilities at public transport nodes can encourage people to combine bicycle trips with public transport. A secure parking facility must be within or close to the station. It must also be well designed. Overall, the cost of ‘bike and ride’ facilities is significantly lower than ‘park and ride’ infrastructure. Currently, bicycle parking is estimated at around $80-$1,200 per space while car parking can cost around $4,000 - $30,000 per bay. Up to eight bicycle lockers can be used in the space required for one car park.

 

http://www.transport.qld.gov.au/resources/file/eb690344340a02f/C6_Cycling_and_public_transport.pdf

 

 

 

<!--[if !supportLists]-->       <!--[endif]-->Activity: Provide the infrastructure for public transport

 

<!--[if !supportLists]--> <!--[endif]-->Rolling Stock

CAW would like to see that provision for the carriage/storage of bicycles is included in the scope for the design phase of the procurement of the Matangi EMUs.  That the storage of bicycles is also included in the refurbishment and recommissioning of other units and carriages.

 

In Europe most trains are equipped to accommodate bikes in carriages often with special bike racks to keep bikes from encroaching on passenger space.  However it is important that these facilities are well designed and have adequate space, and storage facilities that take into consideration, personal and bike, safety and security.

 

By providing cycle storage facilities in carriages Greater Wellington will be able to enhance integration between modes, and increase the catchment areas of public transport users.  Other leading cites such as Perth, Australia encourages bicycles on trains.  “Transperth welcomes bicycles on our trains, because we recognise the contribution cyclists make towards a cleaner and healthier community and environment. So, with a few simple rules, travelling the trains with your bike is easy.”  www.transperth.wa.gov.au

Decision sought

When procuring and designing new, and refurbishing older carriages there is provision for well designed and easy to use cycle carriage/storage facilities for the enhanced integration of active and public transport.  There should be adequate consultation with user groups to ensure that the design is appropriate.

 

 

<!--[if !supportLists]--> <!--[endif]-->Provision of cycle facilities while upgrading other rail infrastructure

Chapter 8 of the Wellington Regional Land Transport Strategy 8.1 Section O: Supports continuous development of the cycling network and integration with other modes.

Chapter 9 Role of Transport Modes 9.8 “In particular, safe cycling routes and cycle storage provision will be crucial to achieving good integration between cycling and other modes.”

 

CAW supports the Regional Passenger Transport Plan Policy Area 2 - Vehicle and Infrastructure Standards, especially Policy 2.1 that “infrastructure is consistent with the New Zealand Urban Design Protocol” and wishes that the Council take more note of the Seven Cs especially Choice and Connections “places a high priority on walking, cycling and public transport.  Anticipates travel demands and provides a sustainable choice of integrated transport modes.  Provides environments that encourage people to become more physically active.”

 

Decision sought

Cycle infrastructure is incorporated into the upgrades of rail station platforms, such as the provision of improved facilities for undercover bike parking, and maintenance and extensions of cycle lockers.