Photo of the day: Mitre 10′s bike parking

The other weekend I went to the Mitre 10 Mega in Wairau Road to pick up some building supplies. To my surprise, they’ve put in a bike rack near the store entrance. I’m not sure how much use it’s going to get given the aggressive traffic environment on Wairau Road – but someone’s obviously given it a go!

Perhaps Mitre 10 should consider following the lead of IKEA’s Danish stores and renting out cargo bikes to let their cycling customers move bigger loads.

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Wynyard Cycling Complaints

The new Waterfront Promenade linking the Harbour Bridge to Wynyard Quarter will be fantastic when finished later this year however its completion will leave a gap in the network through Wynyard Quarter itself. Auckland Transport and Waterfront Auckland are going to be fixing that gap through the addition of some separated cycleways and shared paths through the area.

Increasingly, more people are choosing to cycle to work or for fun. The creation of cycle paths through Wynyard Quarter supports this and makes it easier to get around.

The vision is to provide a world-class facility connecting the North Shore (via SkyPath), Herne Bay, and Ponsonby, with the CBD and Tamaki Drive.

Separated cycle paths will go along Beaumont Street and Madden Street.

A shared pedestrian and cycle path will go along Westhaven Drive and the western end of Gaunt Street to Daldy Street, where it will connect with the Daldy Street Linear Park.

Wynyard Quarter Cycling Routes

More separated cycleways as well as filling in holes in the network are obviously a good thing but as you can expect not everyone is happy about it.

The prospect of a cycleway in Auckland’s Wynyard Quarter has fired up members of the marine industry.

The plan would mean reducing the number of parking spaces in the area and that’s got some business people worrying about their futures.

Marine Industry Association executive director Peter Busfield supports the idea of a cycleway linking up the waterfront but not if it keeps customers away.

If customers can’t park nearby they won’t come and businesses will close, he said.

“When someone comes to get a propeller repaired they need to put it in their car and drive to the shop. You can’t put it on a bus or take it on a bicycle.”

[...]

Stephen Harris is the owner of Auckland Engineering Supplies and said the proposal to replace parking spaces on the west side of Beaumont St with a dedicated cycleway would “absolutely kill the business”.

It’s not surprising to see a business complaining about the loss of parking as it seems to happen everywhere cycling infrastructure is proposed however if a simple cycle lane is going to kill his business then I’d suggest the business isn’t that going that well in the first place. The talk of lost carparks is even odder for two reasons. First of all the building in the photo with the article its own customer parking on the roof.

Wynyard Quarter Marine Industry Cycling complaint

And secondly there is still proposed to be parking on the eastern side of the street according to this map from Auckland Transport.

Wynyard Quarter Parking

Perhaps the one thing that could be questioned is whether the western side of Beaumount is the right place for a separated cycleway.

Harkin New Zealand managing director Gary Lock said there are several other routes where a cycleway could go. It’s unsafe to mix heavy vehicles and cyclists, he said.

“It’s an industrial marine zone. You’ve got to protect the cyclists, especially if you’ve got kids and parents cycling.

“Most of the people who turn into the driveways are trade-related or driving heavy vehicles and they will have to turn across the cycleway.”

Ovlov Marine co-owner Lachlan Trembath agrees safety and customer access should come first.

I can only assume the western side was chosen to allow for access from Silo Park to the promenade without having to cross roads.

Like many other businesses in New Zealand when it comes to cycling, I suspect that the marine industry can’t see past the status quo.

Cycling and public transport are good activities but you’ve got to have time, he said. No-one’s going to cycle to Beaumont St to pick up a pail of oil or an outboard, he said.

Large heavy and bulky items might not be ideal to transport on a bike but I would bet there are a huge number of other products sold by the businesses along Beaumont St that would be easily transportable by bike back to the marina once the promenade if complete.

I’m going to predict that at worst these cycleways aren’t going to do anything to harm the local businesses and if anything might even gain them some new customers from people riding past.

Cycling in Manukau

Last week I looked at how hard it was to safely walk around Manukau City. Today I am going to look at the cycling infrastructure that has been provided.

On the various regional cycle network maps a lovely grid of completed cycling facilities is shown (solid lines).

Manukau Cycle Network

 

This is a 2011 version, but can’t fund anything newer on the Auckland Transport website. All the dark red lines are existing facilities, which are fully complete as far as AT is concerned. However the reality is somewhat different. Luckily I was walking around Manukau when I took these pictures, because I sure wouldn’t have wanted to bike along any of them, even though I am quite a confident cyclist.

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This is Manukau Station Road. For starters a narrow painted lane with no buffer is totally inappropriate for a road that is signposted at 60kmh.

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Things quickly go from bad to worse. While running cycle lanes through bus stops isn’t great practice it is rather common place in Auckland. However is this is not just a bus stop where a bus stops momentarily, it is a bus layover area where buses park up for extended periods of time. Potentially even hours. So anytime a bus is parked here people cycling have to veer out into 60kmh traffic.

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This is Manukau Station Road again, between the MIT campus and the council offices on the left. The cycle lane just suddenly ends without warning, and there is not even a ramp that leads to the path to allow people to leave the road safely. It seems as though a dedicated right hand turn lane is more important than safe cycling

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This is Manukau Station Road at Lambie Drive. The motorway on-ramp is straight ahead so people cycling need to turn left or right here. The little green patches show a narrow cycle lane up against the kerb on the left hand side. Then there is another cycle lane starting in the foreground of the picture. However to get between the two you have to veer across 2 lanes of 60kmh plus traffic. Again totally unacceptable.

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This is now on Great South Road. The cycle lane is less than 1m wide. Note to designers, if you are struggling to fit the bike stencil in the lane it is definitely way too narrow. Cyclists have to chose between riding close to the debris filled drain on one side, and fast traffic on the other side.

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Also on Great South Road by Redoubt Road. Again have cycle lane that is about 1m wide with no buffer next to 3 lanes of fast traffic. Again cyclists have to cross several lanes of traffic to keep going straight ahead.

These issues are of course not unique to Manukau, and I’m sure anyone that rides a bike could tell you there are serious issues all over the city. However Manukau probably the worst example of a “completed grid” that is complete rubbish. Unsurprisingly the lanes are a total failure and it is rare to see people cycling here.

This highlights a big problem with the 1000km Regional Cycle Network that Auckland Transport claims is 30% complete. Very little of this 30% is actually up to scratch once you discount shared paths through reserves. At least 5% of the network is bus lanes (not great), or even transit lanes (awful) so none of that should be counted. Then there are the many painted sections that are narrow, unsafe and disappear without warning. Bike lanes like this can be worse than nothing, as they force cyclists weave and merge into moving traffic, rather than just staying in the traffic lane and making drivers overtake. Of course this style of cycling is only for the brave, and will never get more than a hardcore cycling in these conditions. Cycling should be a relaxing everyday activity, not an adrenaline rush for the fearless.

With the opening of our first section of urban separated cycleway on Beach Road next week lets hope Auckland Transport has turned it’s back of the pre-amalgamation ways of doing things. Successful cycling requires build cycling infrastructure that everyone is able to comfortably cycle in.

Vancouver has it spot on with their Transportation 2040 Plan:

 

C 1.1. Build cycling routes that feel comfortable for people of all ages and abilities

Many people are interested in cycling but are afraid of motor vehicle traffic. For cycling to be a viable and mainstream transportation choice, routes should feel comfortable and low-stress for people of all ages and abilities, including children, the elderly, and novice cyclists.

Design details depend on a variety of factors, but especially motor vehicle speeds and volumes. Bicycle routes on arterials and other busy streets should be physically separated wherever possible. Routes on neighbourhood streets may require traffic restrictions, speed management and/or parking restrictions to ensure comfort for a broad range of users. Designs should ensure sufficient visibility at intersections and driveways, and minimize the potential for conflicts with car doors, pedestrians, and other cyclists. Other factors to consider include topography—by providing well-marked alternative routes around steep hills, for example—and requirements for un-conventional bikes and other forms of active transportation, including recumbents, cargo cycles, bikes with trailers, and skateboards.

The last few months has seem much more positivity about cycling from Auckland Transport and Auckland Council with talk of separated lanes along Nelson Street and a trial along Karangahape Road. Over the next year we should see if results on the ground match this rhetoric.

Send a message to Len Brown about Auckland’s Long Term Plan

This Thursday the mayor is releasing his first proposal for Auckland’s Long Term Plan, the 10 year budget for the city. Last week I blogged about the budgetary pressures the council is facing, and the risk of large cuts in public transport investment. However there is still potential for Auckland to progress the Congestion Free Network and important cycling investments in a rates constrained environment if we prioritise those projects and push back some of the very expensive roading projects with limited benefits like Penlink.

Generation Zero are running a mini campaign this week to encourage people send Len Brown a message that the budget needs to invest in public transport and cycling. Their email ask is at down below, and you can send an email to Len Brown using a simple online tool here: generationzero.org.nz/long_term_plan

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Hey, all the work we’ve done together to push for separated bike lanes, the Congestion Free Network, and the frequent bus network all hinges on one big decision this Thursday.

Mayor Len Brown is right this moment making up his mind about what projects get prioritised in Auckland’s 10 year budget known as the Long Term Plan.

Tell him now to: make the CRL the number one priority; prioritise the city wide rapid transport network; triple the cycling budget; and not proceed with expensive projects with little regional benefit.

There’s real pressure on the Mayor to hold rate increases in his budget to between 2.5% to 3.5%. Transport infrastructure represents nearly 50% of the budget so this funding is the most at risk. This means as a city we need to make some serious decisions about what we prioritise to fund over the next 10 years.

The choice has been made simple for him by his advisors. He’s been advised that he can not deliver all the projects in the Auckland Plan, therefore he needs to find a middle ground.1

That middle ground is the Congestion Free Network.

The Mayor therefore needs to do four things with the Long Term Plan:

  • Make funding for the City Rail Link his number one priority.
  • Prioritise the construction of the city wide rapid transport network including new busways and rail links as seen in the Congestion Free Network.
  • Ensure there is a tripling in the funding for cycling to $30 million a year so Auckland Transport can complete the City Cycling Network.
  • Make sure only road projects with large regional benefits proceed by excluding expensive projects such as Penlink and Mill Road.

Click here to send a message to Mayor Len Brown right now urging him to follow our four recommendations.

The long term effects of a lack of investment would lead to ever increasing congestion and ineffective public transport, exacerbating the many problems our city already faces with transport.

Truly transforming our public transport network over the next 10 years means moving forward with the City Rail Link, North Western, Upper Harbour and South-Eastern Busways and Rail to Roskill, as proposed in the Congestion Free Network.

On the other hand low value roading projects like Penlink2 have nothing to do with an outstanding public transport network.

Excluding these low value roading projects and prioritising an outstanding public transport network would help us get the right outcomes.

The choice is simple. The Council has already put in writing that their objectives over the next 10 years are to move to outstanding public transport within one network, and to radically improve the quality of urban living.

If Auckland wants to truly transform itself into a liveable low-carbon city it needs to prioritise high value projects that deliver on the Council’s own objectives.

Send a message now to tell the council to deliver on it’s own objectives: generationzero.org.nz/long_term_plan

The future of our city is in our hands.

 

ACT promises to abolish helmet laws

Cycling seems to be the issue of the week so far. We’ve had Skypath and the Northcote cycle routes followed by National then announced an urban cycling policy which finally seems them agree that urban cycling improvements are needed. Now ACT have joined in on the debate by promising to abolish compulsory helmet laws.

ACT’s plan to double cycle use without spending taxpayers’ money

“The National party yesterday announced a $100 million cycle-way that just happens to go through the marginal seat of Hutt South” said ACT Leader Dr Jamie Whyte.

“The Greens want to spend many hundreds of millions on cycle-ways. ACT’s contribution to this bidding war for the cyclist vote would double cycle use and cost nothing” said Dr Whyte.

“We need only abolish the law that makes wearing a cycle helmet compulsory. Since 1994, when Parliament established an instant fine of $150 for failing to wear a helmet, cycling has declined by over 50%. Overseas experience also indicates that laws making it compulsory to wear a helmet dramatically reduce cycling. This nanny state law does not even save lives” said Dr Whyte. “On the contrary, it costs lives. Before the legislation, few people died from cycling accidents and, of those who did, only 20% died from head injuries alone.”

” Research reported in the New Zealand Medical Journal (see http://journal.nzma.org.nz/journal/125-1349/5046/) shows that, over a 10 year period, only 20 Aucklanders were killed in cycle accidents and only 4 might have been saved by wearing cycle helmets. This same New Zealand Medical Journal article concluded that life years gained from the health benefits of cycling outweighed life years lost in accidents by 20 times” said Dr Whyte.

“The diminished health resulting from the reduced cycling caused by compulsory helmet-wearing costs 53 premature deaths a year. ACT would simply abolish the $150 fines for not wearing a helmet. That would save $100 million on cycle-ways in marginal seats, double cycle use and save 53 lives a year” said Dr Whyte

I don’t think that removing the helmet laws would see a doubling of cycle use primarily because it won’t do anything to address the reality that our roads aren’t safe to use. The perception of roads being unsafe is often cited as the biggest reason why people don’t cycling despite many people having bikes in their garages. That doesn’t mean I don’t think removing the helmet law shouldn’t happen, in fact quite the opposite. This post a few months ago looks at some of evidence mounting against requiring mandatory helmets.

Now if only we could pick and choose individual policies. A big step up in cycle infrastructure funding along with removing the helmet requirements would be a great combination.

National’s Cycling policy

Some great news yesterday with the National Party releasing one part of the transport policy which is actually semi decent. They’ve said they will invest an extra $100 million into building urban cycleways over the next four years.

Prime Minister John Key has today announced $100 million in new funding will be made available over the next four years to accelerate cycleways in urban centres.

Transport Minister Gerry Brownlee says an Urban Cycleway Investment Panel will investigate opportunities to invest in urban cycleways that would expand and improve the cycling network.

Mr Brownlee says National recognises that commuting by bike has health benefits and takes pressure off other transport networks, but says cycleways in our largest centres are fragmented and offer varied levels of service.

“This funding builds on significant investments the government is already making, with projects in Hastings and New Plymouth showcasing how cycling can be a safer, more reliable and realistic transport option.

“Many people cite safety concerns and a lack of infrastructure as reasons for not cycling, so we’re going to begin building cycleways to a standard that delivers real incentives for commuters to make a change.

“Building more comprehensive cycling networks will require new infrastructure to connect existing routes and expand the network into wider urban areas.

“And as these connections will be a mix of local roads and State highways, we’ll need a strategic approach and collaboration at central and local government level.

“Some councils are well advanced in planning and constructing local cycleways, and we want to ensure we do what we can to complement them and make them capable of being used by the widest number of people possible.

“This funding package also strongly complements other aspects of the government’s ambitious transport infrastructure programme, which is designed to ensure people and freight can reach their destinations quickly and safely,” Mr Brownlee says.

The Urban Cycleway Investment Panel will include representatives from central government, local government and other organisations. Draft terms of reference for the panel will be presented to Cabinet by 31 October 2014.

National Party Cycling Policy

I think this is fantastic news and In my view the most important thing about the announcement isn’t so much the amount of money being spent – as the Greens propose to spend more – but that we now seem to have an acknowledgement from all sides of the political spectrum that improving cycling in our cities is a worthwhile thing. Getting that agreement is the key first step and addressing the level of funding can happen separately.

One other aspect I like is the comment that they’re “going to be building cycleways to a standard that delivers real incentives for commuters to make a changeI can only hope that means building infrastructure to the 8 to 80 rule which basically means designing it so that an 8 year old child or 80 year old adult cycle can feel comfortable to cycle on. It would also be fantastic if this meant requiring the NZTA and local authorities to up their minimum standards for what can be built.

One aspect I do find puzzling is the creation of an Urban Cycleway Investment Panel. I would have thought decisions on which projects should get funding would be best handled through the existing NZTA/local government processes. The only advantage I can see is if this group is intended to be some sort of advisory group for smaller councils who don’t have the experience needed to develop better cycling networks. In our large cities in particular there are already lengthy lists of projects just waiting to be funded.

As a comparison with existing spending, according to the draft 2015 GPS, over the next four years approximately $100 million is expected to be spent. As such this investment represents a doubling of existing spending although it won’t be spread out evenly over that timeframe with this new money estimated to be split out as

2014/15 – $10 million
2015/16 – $35 million
2016/17 – $30 million
2017/18 – $25 million

All up it seems like a fairly decent policy for National and it’s one that hopefully represents one small step towards a more balanced transport policy in the future.

It’s also possible we might hear more transport announcements from the government today with John Key talking at an NZCID conference ominously titled “Mega Projects: From Vision to Reality”.

Skypath to move a step closer this week

News has been fairly quiet on SkyPath for some time however that appears set to change with news that the resource consent for the project is due to be lodged tomorrow.

Auckland’s SkyPath is a step closer to construction but its chief planner admits the project is battling funding hurdles, complaints from residents and a lack of political support.

Resource consents for the shared walkway/cycleway attached to the side of the Harbour Bridge are due to be lodged next week, following more than 10 years of planning.

The SkyPath could open as early as 2016 but it would come at a cost, with entrance fees of at least $3.50 each way or $2 each way with a Hop card.

Project director Bevan Woodward said he was optimistic the latest designs would be approved but was realistic about the potential for difficulties and delays.

”With everything involved in this, it has taken longer than expected,” he said.

New Skypath Design

Resource consent represents a major advance for the project but one that will see serious opposition, particularly from a vocal minority that live in Northcote Point.

But not all have shared his optimism for the project, with several disgruntled residents arguing too many people would be parking near their homes and that users might display anti-social behaviour.

Woodward said he had looked to counter those fears by employing two security guards, and said consultations had worked with Northcote Point residents to find the best solution.

The Northcote Residents’ Association said it had major concerns about the SkyPath but was ”not in a position to make any public statement about the project”.

North Shore ward councillor George Wood has stated he was publicly opposed to the SkyPath, but fellow North Shore councillor Chris Darby said feedback he received from residents showed a ”phenomenal level of support”.

Darby said the SkyPath was 55 years overdue and would follow through on the original plan for the bridge, which, before its 1959 build, included designs for a rail line and a 2-metre walkway, similar to the Sydney Harbour Bridge.

”I’m optimistic that this is a project whose time has come,” he said.

”I would suggest there’s a minority concern. But all the surveys I’ve seen for Auckland city-side residents and North Shore residents are in favour of it.”

Also now seemingly tied in with SkyPath is Auckland Transports proposal to improve cycling routes from Northcote all the way through to Smales Farm which has brought government minister Jonathan Coleman into the debate complaining about parking. Both Coleman and Wood have now setup a meeting for tonight on Northcote cycle improvements in a bid to fire up locals against the project. If you live in the area and support both SkyPath and the improved cycling infrastructure in the area I would urge you to go along and make your voice heard

Coleman-Wood Meeting notice

Coleman-Wood Meeting notice 2

The comment that there is no such thing as a residents parking zone is a bit comical and perhaps they should ask the residents just over the St Marys bay about that. Speaking of comical, George Wood has also created this video about both projects featuring highlights such as:

  • Suggesting a concrete is historic which can’t have its layout changed.
  • Suggesting a concrete road is an icon of Auckland
  • Saying parking is at a premium due to the historic nature of the area in which residents don’t have off street parking followed by a shots of houses, all of which have off street parking and in which there is still plenty of on street parking available.
  • On street parking being used to park a boat
  • The owner of the Northcote Tavern not supporting cycling improvements as he fears locals won’t be able to drive to have a drink – again notice plenty of on street parking not occupied.
  • A shot looking towards the bridge again with heaps of available on street parking.
  • George talking to a supposedly NIMBY cat
  • Scaremongering that the SkyPath will be too heavy for the bridge.

As far as I’m aware George is the only councillor who has opposedSkyPath to date which is odd considering how many of his constituents both at Northcote Point and in other areas of the North Shore would benefit from the project.

There have also been some new details starting to emerge with these two documents uploaded to Scribd. by George showing what appears to be some new images of the project.

 

While this one is the result of a research report into the potential patronage of SkyPath. From memory one of the reasons for this report was that some locals didn’t believe the previous ones completed were correct. The report says the outcome is very similar to the previous studies done which is basically that a lot of people will use SkyPath and that most would access the bridge by cycling to it, not driving like some residents like to suggest.

I’m looking forward to seeing more detail about the project when the resource consent is announced.

Of course even once constructed there is on issue about the project that is likely to be debated for some time to come and that’s the fee to access the path. The Auckland Harbour Bridge will probably be the only place in the world where cyclists pay to cross while cars can do so for free. Sadly even with a change of government that position might not change.

Eventually, he was hoping that once the SkyPath was up-and-running, a future transport minister might decide to allocate $33m to buy out the project, removing the need for tolls.

A spokesman for Transport Minister Gerry Brownlee said that remained a hypothetical question that the minister couldn’t answer, while Labour’s transport spokesman Phil Twyford said ”it seems like the organisers have put together a PPP that could work and I don’t see any need to interfere with that”.

Dealing with whether we should be paying a fee to cross the bridge is something for a future discussion though and not something I’d want holding up the construction of one of Auckland’s most important projects.

Supporting Cycling in Northcote

Debate in Northcote seems to be raging about the proposed walking and cycling improvements with most of the focus being about the removal of car parks on Queen St in Northcote. Interestingly I came across this blog post from November 2010 by a politician who lives in the area and who is encouraging locals to fight the proposal. Can you guess who wrote it?

Ride on cycle path leads to questions

It’s been a few years since I’ve been on a bike, but six weeks ago I decided to build cycling into my fitness routine as summer approaches. Nothing major, but I’ve been getting out on my old mountain bike around the North Shore roads every weekend.

The tragic spate of recent biking fatalities makes you think twice and has highlighted the narrow margin of safety for cyclists. You realize how vulnerable you are on a bike, and how reliant you are on the vigilance and concentration of other road users.

On the positive side, cycling as a mode of transport is not only environmentally friendly, but as a recreation it is an enjoyable way to get some exercise and free your mind from your daily concerns. Secondly, it gives you a detailed view of the nooks and crannies of an area that a car just doesn’t afford you. As an MP, it’s amazing the insights I get into my electorate from the bike saddle, not to mention the people I see along the way.

The extent of the cycle lane network across the Shore has come as a pleasant surprise. The pathways are not continuous, but it’s great that you can cycle to Takapuna and beyond from Northcote, traversing some very busy territory, (think Akoranga Drive up Esmonde Rd to Lake Rd).

However, I’ve been struck by how relatively few cyclists are on these cycle paths at the weekends. Cycling from Northcote Point to Takapuna beach I seldom see another bike. There weren’t a lot on the route to and from Devonport last weekend either.
The question for me is why aren’t more people cycling? In terms of recreation, is it a lack of awareness of the paths that are available? Is it perceived danger? Is it just not that popular? Some will beg to differ and say it’s different during commuter times- I’m just telling you what I’ve seen.

Of course cycle lanes have been controversial (Lake Rd), and the motor vehicle continues to be crucial for Aucklanders. However, if we’re going to accommodate a predicted growth in Auckland’s population from 1.4 to nearly 2 million over the next 20 years transport is going to be even more of a serious challenge. Potentially part of the solution for dealing with Auckland’s transport woes could be encouragement of active transport- cycling and walking. However, there are issues associated with cycling and walking infrastructure that require rational analysis of costs and benefits.

It seems to me that cycling has potential to move people off our roads, although it will obviously not be viable for everyone. The question is, would building more infrastructure increase uptake, or given what I’ve seen on my rides, does the carrot not really work for the majority when it comes to active transport? Will people only get on their bikes once the viability of motoring passes a personal tipping point for them (for whatever reason)?

The post was from MP for Northcote and resident of Queen St Jonathan Coleman. There are a lot of really positive comments in there and suggests Coleman has much better view on transport and  the future than some of his colleagues. I wonder if he still stands by them or if he gives into the more vocal neighbours he has. This recent article in the North Shore Times suggests the latter.

Northcote MP Jonathan Coleman, who lives on Queen St, says he has received a “hell of a lot of correspondence from residents who have huge issues” with parking.

A recreational cyclist, Coleman rides the proposed route frequently, but says he cannot see the justification for it.

“I see very few cyclists along the route and there’s nothing in the consultation document about cost,” he says.

An Auckland Transport spokeswoman says the estimated cost of the cycle route is less than $4m.

Coleman believes the cycleway is a “trojan horse” to get the Skypath’s northern landfall from the Harbour Bridge built at Northcote Point

Some locals are already gearing up to try and stop the project completely and I’ve heard stories of passing cyclists being abused by people as a result. As such it’s really important that as many people as possible submit in favour of the project.

The post from Jonathan Coleman also suggests that his personal views aren’t necessarily opposed to the project so it would also be worthwhile letting him know he should support the project if you live in his electorate.

Cycle Action Auckland member Steve Southall has also written this good post about the open day on Saturday and makes this important comment

And it’s here I was a little surprised. While of course there were some Northcote Point residents concerned with the loss of on-street parking, a message coming through loud and clear from most residents was, “We don’t feel safe cycling at the moment. If this cycle route goes in, it’ll be much easier for my family and me to get out on our bikes”.

Northcote Safecycle Overview

First glimpse of the Beach Road cycleway

Auckland first section of permanent separated cycleway is currently under construction on Beach Road. This is designed to link in with the Grafton Gully cycleway that is currently under construction. When these are both completed (in about a month!) their will be continuous off-road cycling facilities right through from West Auckland to Britomart. The Beach Road section has only been under construction for a month, however substantial progress has been made. Note that building this cycleway was not just a case of installing some separators. The footpaths have all totally been rebuilt, and the road has been rebuilt and resurfaced. There have also been major storm waterworks undertaken at the same time, with sections of new pipe installed.

On Thursday we got the first glimpse of what the separated sections look like, and now about 100m of separators have been installed between Churchhill St and Te Taou Crescent. The lane will be  3 metres wide, and the separators 0.8m wide.

Beach Road 2

looking east towards Churchill St and Parnell Rise

While of course it is not complete, is already possible to ride it, and is a much safer and legal alternative to the busy road or footpath. I regularly use Beach Road to cycle into the city or to Britomart, and even this short section of separation made the journey so feel so much safer, and much more relaxing not having to worry about parked cars or fast traffic behind me. If you do ride this section, note it is still a construction zone so may not be advisable if people are working, and their are some services that still need raising to surface level.

Beach Road 1

 

Along this section this is a bi-directional cycleway on the southern side of the street. Unfortunately there are a number of driveway entrances along this side of the street, that explains so of the gaps that can be seen. However the cycleway will also be painted and stenciled, at least over the driveway entrances so that will ensure people know this isn’t just a separated parking lane!

At the Te Taou intersection their will be a cycle only traffic light phase so people can cycle diagonally, and the cycleway will continue along the northern side of Beach Road. Stage 1 will head up Mahuhu Crescent to link with a new crossing to connect to the shared path along Quay St. Stage 2 will be undertaken early next year and will continue along Beach Road in front of the Scene apartments, and finish at Britomart Place. The plans and more detail is available on the Auckland Transport website here.

This should help boost the profile and ease of cycling across the city, and build the case for a connected grid, starting by connecting the city and inner suburbs. I a really hopeful that in a few years this will be a common sight across the city, rather than a cause of excitement amongst advocates. Interestingly it is Wynyard Quarters third birthday this weekend, which highlights how amazing new developments can soon become part of city landscape, so cycling infrastructure should be the same in a few years.

Sign up to increase cycling funding

In June the Draft Government Policy Statement (GPS) on transport was released by the Ministry of Transport. The GPS outlines where transport funding will go over the next 3 years. Sadly it considered the business as usual of focussing on the handful of Roads of National Significance projects, with everything else left to pick up the leftovers. Cycling funding was miserable with funding at set at between $15 and 33 million, and rising at $1 million per year. The midpoint of this figure is a miserable 0.7% of the total annual budget.

This led the cycling advocacy community around the country to get together to campaign for cycling to get a fairer share for cycling. They have launched a website called “On Yer Bike” making it really easy to make a submission on the Draft GPS. This has the support of at least 17 cycling advocacy groups across the country, so the aim is to get tens of thousands of submissions as a real show of force.

On-Yer-Bike

The petition is calling for the cycling budget to be at least tripled to somewhere between $45 and $90 million per year, with the wording as follows.

Dear Minister Brownlee,

I would like to see the walking and cycling budget in the 2015 Government Policy Statement on land transport increased from $15-30 million per year to $45-90 million per year for the next 3 years with progressive increases after that. This is a small increase relative to the total budget of $3.5 billion per year, but would start to make a real difference for cycling. The NZ Transport Agency should take an active leadership role in improving cycling, and should help kickstart local councils by funding more than the usual amount for cycling-specific projects.

 More and more people are taking up cycling despite the risk, and surveys conducted in Auckland, Dunedin, and by the Automobile Association all say the same thing: more than 60% of Kiwis would cycle around town if it were safe. Recent investment in the New Zealand Cycle Trails has been great, but people like me also want to be able to cycle safely around the cities and towns in which they live.

Cycle networks and safe infrastructure like protected cycle lanes are being proposed around the country. These have the potential to give people a viable choice about cycling and are the way of the future, but we’ll never get there without some real investment. Despite the clear demand, the draft Government Policy Statement proposes to spend well under 1% of the budget on walking and cycling. Please triple the cycling budget for all New Zealand.

Note that if you have more time please consider writing a fuller written submission, which can be emailed to GPS.2015@transport.govt.nz. We outlined some of the other issues with the GPS when it was released if you are looking for hints.