Bike Both Ways on (some) Shared Spaces

Filed under the banner of small but useful changes, Auckland Transport have allowed people on bikes to ride in any direction on some of the one way shared spaces in the CBD and will be looking to roll it out further. This makes a lot of sense by allowing for increased permeability though the city centre and in some ways it is odd that it wasn’t already allowed. This will add to the growing cycleway network in the city – the next stage of which on Quay St opens officially Friday week.

Two way cycle streets image

Cycling in both directions on some one-way streets in central Auckland is allowed from today. The move will create a useful cycling route on some of the city’s quieter streets, adding to the growing network of routes downtown.

Auckland Transport’s Cycling and Walking Manager, Kathryn King, says these are the first of Auckland’s one-way streets being investigated for two-way cycling.

“We are starting with the shared spaces on Fort Lane, Jean Batten Place and O’Connell Street, but we plan to roll it out on appropriate one-way streets around Auckland,” she says.

“The streets are close to each other creating another safe cycle corridor for the growing number of people cycling in the area. The shared spaces are great places to cycle; the low volume of traffic and low vehicle speeds create a safe environment for cycling.

“We’re trying to make it easier and more attractive to get around our city on foot and by bike. Cities like Paris and London have successfully introduced two-way cycling on their one way streets,” she says.

Signs will advise road users that people may be cycling in both directions.

AT is assessing other one-way streets in the city for traffic volume and vehicle speeds, Kathryn King says this is where the greatest increase in cycling is expected and where other cycle infrastructure is planned.

Two way cycle streets map

Good Work Auckland Transport – of course that map highlights the glaring omission of a shared street that is High St.

Cycleway Use continues to rise

Auckland’s long summer appears to have helped boost the number of people on bikes, especially on routes in and around city centre. This is based on data from Auckland Transport’s network of automated cycleway counters around the region but most of which are now in and around the city centre to help monitor the effectiveness of the cycleway programme currently under way.

For the nine sites scattered around the region for which AT now have almost six years of data they say April had a combined increase of 19.3% compared to April-2015 and May was even better seeing a 22.6% increase compared to May-2015. The numbers passing in the morning peak saw an even stronger increase at 24.2% for April and 25.8% for May.

But those are just the results from nine sites and in total there are now 28 across the region but some only from as recently as December so we don’t have a full year’s history yet to compare performance. AT’s data gives a breakdown of each counter and within that there are a couple of noticeable star performers.

The biggest of these is Grafton Gully which has been seeing the highest improvement in usage for six months in a row now. The results for April and May are staggering with usage up a staggering 59% and 54% for each month respectively compared to the same month a year earlier. Not everyone needs to travel all the way down but some of that growth is also seen on the Beach Rd counters which have also been recording strong growth of 39% and 34% for April and May.

As mentioned this is now the 6th month in a row that Grafton Gully has come out as having seen the largest increase in use and six months ago corresponds with the opening of Lightpath.

Monthly bike trips - Grafton Gully

Even if people don’t use it themselves, it does seem to suggest that Lightpath has been crucial in raising the awareness and profile of cycling in Auckland.

Not far behind with an equally whopping 47% increase on last year was the NW Cycleway at Kingsland and that growth comes from a higher base too. This counter has been showing stronger growth since December and as you can see on an annual basis is now starting to see quite a rapid increase.

May-16 - Cycling Monthly - Kingsland - Annual

There are some pretty good results here and in other locations too which are great to see although also some decreases too, such as on the Mangere Bridge.

While we know they are seasonal drops, it’ll be interesting to see how the numbers hold up over the winter months.

Given we already seem to be having a bit of a network effect going on I expect it will only increase further as more projects are completed. The next part to be completed will be along Quay St which is officially due to open in July and some parts of which are already able to be used now. We also know that AT are busy working on sections of the city centre network – and the wider cycle network too which they will hopefully be able to talk about in the near future.

Auckland City Centre Cycle Map - Dec 15

 

Inner East cycle consultation

Auckland Transport recently consulted on cycle networks for the inner western suburbs of the isthmus. Now they’re doing the same thing but for the inner eastern suburbs.

Parnell newmarket cycle drawing

Aucklanders have an opportunity to shape the cycle network in the inner-east suburbs. Auckland Transport (AT) is seeking public feedback from today.

The public are being asked where they would like cycle routes in Meadowbank, Orakei, Remuera, Newmarket, Grafton and Parnell. They’re also being asked to identify specific locations that could be improved for cyclists, like busy intersections.

This is similar to a recent public engagement AT completed in the inner-west suburbs, which had a huge response. Auckland Transport’s cycling and walking manager, Kathryn King says there were almost 900 submissions and thousands of individual comments. “These will be fed into future cycling and walking projects in that area, this is AT’s new approach to developing the cycling network.”

She says once the network is confirmed the next step is to seek further community feedback as Auckland Transport develops designs for individual routes.

“Improving cycling connections to the city centre where thousands of people travel for work or study, is a key focus. We know that improving connections from these inner-east suburbs is how we get the biggest increase in cycling numbers for the money invested.”

 

Unlike the inner west where they marked out a proposed network, this time AT are starting from a completely blank map.

Parnell newmarket cycle network map

This consultation doesn’t mean that a complete cycle network in the area is about to be built tomorrow or even next year but AT say the aim is to complete most of it within the next ten years.

 

The consultation is open to 20 June.

Western Springs Precinct

This is a Guest Post by David Shearer MP.

NB we welcome guest posts from anyone, all are judged on their individual merits and relevance. It is always good to hear what politicians of all flavours would like to see happen in our cities, especially when they are neither campaigning nor just complaining.

Western Springs through new eyes
MP David Shearer

Recent talk of a stadium on Auckland’s waterfront costing hundreds of millions is all very well, but how about seeing an old treasure through new eyes and planning for the future of Western Springs. With the amount of use the area gets, I can’t think of better bang for the ratepayer buck.

At the moment Western Springs is a collection of disparate elements – but it could be a beautifully-designed whole. It’s crying out for it. Think about what’s currently there:

The Auckland Zoo is in the middle of a $120million overhaul, projected to attract a million visitors per year within the decade – and it’s already pulling in 700,000.

MOTAT has new leadership, great ideas, 250,000 visitors a year and an abundance of prime land. It also has a bold architectural plan, conceived by the late Ian Athfield, awaiting funding and action.

There’s the speedway, the Western Springs soccer club, the Ponsonby Rugby Club, and the Auckland Performing Arts Centre (TAPAC) – each one a drawcard in its own right.

Add to that Pasifika, Auckland City Limits and other concerts, not to mention the thousands of families of all ethnicities who stroll around Western Springs Park on weekends, enjoying the special ecological features and Meola Creek.

Taken together, it’s a huge chunk of urban land, possibly the most-used in Auckland. Eden Park gets much more attention and has far fewer people using it.

As Auckland’s population increases, our open spaces will become increasingly more precious. Preparing for that means seeing and treating Western Springs as a destination.

Part of that is understanding the area as an ecological whole. To the west of Meola reef is a volcanic lava flow that extends right out into the harbour. In the other direction it extends across Meola Rd into Western Springs. Its waterways flow through to Chamberlain Park and beyond. Together, it’s a wide greenbelt, an environmental treasure that could do with the kind of design that will help Aucklanders really use and enjoy it from one end to the other.

I’m a fan of living bridges linking our green spaces. A cycle and pedestrian bridge across Meola Road could link these two parts. Another to cross the multiple road lanes of Great North Road and the North-western Motorway into Chamberlain Park would enable an uninterrupted ‘green ride’ through these landscapes.

Western Springs and environs showing potential locations for new cycle and walking links

Western Springs and environs showing potential locations for new cycle and walking links

At the moment, every big event within Western Springs needs a special transport plan. The place buzzes – yet it can be inconvenient and inefficient to get to resulting in congestion and parking chaos.

Surely it qualifies for smart modern infrastructure and transport. In the short term, at the very least, the Great North Rd bus route should be upgraded, with expanded timetables servicing Western Springs, the zoo and MOTAT.

The area is actually handy to trains, though at the moment you wouldn’t know it. Baldwin Ave Station is close and an improved pedestrian/bike route between Western Springs and the golf course would connect people to it and go a long way to addressing the access problems that now exist.

Meanwhile, the Zoo, MOTAT, TAPAC and other parts are currently atomised, focusing on their own individual development, simply because there’s no big-picture plan for them to work within. Could light rail help? What about a pedestrian/cycleway underpass at St Lukes? Could the vintage tram route be expanded to make the trams truly functional and useful?

Our waterways – like Meola Creekhave been taken for granted over decades, parts of them neglected and built-over, but they’re still there, waiting to be rediscovered and cherished by a new generation of Aucklanders.

The waterways are the living link between all these areas: Chamberlain Park, Western Springs and the Harbour. The water runs down from one of our precious maunga, Mt Owairaka to the sea.

I’d like to see urban designers grappling with these issues: pulling the disparate parts together into a modern, user-friendly precinct.

The natural environment is unique and should be preserved and enhanced: cycle ways, pedestrian paths, water flows and thoughtful, effective public transport.

The local communities, and the many using this space are passionate about it and should have a big say in the form of the design. That enthusiasm was able to save the Pohutukawa grove on Great North Road opposite MOTAT last year. It was a lesson in how well-loved the area is, and how invested locals rightly are in it. They are best insurance against lazy design.

With the City Rail Link on its way and a safe network of cycle lanes slowly taking shape, it feels like Auckland is growing up.

But perhaps – in reaching for more big, expensive projects – we’re at risk of overlooking some of the beauty that’s already here.

I think it’s time for Auckland’s planners to look at Western Springs with fresh eyes and deliver us a precinct that will be another jewel in Auckland’s crown.

BALWIN AVE new routes

Possible cycle and walking connections to Baldwin Ave Station. Existing NW cycleway in blue, Potential links across the golf course and bridge across SH16 and Gt Nth Rd, purple, and Linwood Ave and St Lukes Rd in red.

Postscript: The purple routes above are consistent with the masterplan the Albert Eden Local Board published recently, below, among other things these would improve the walk/ride potential for Western Springs College and Pasadena Intermediate enormously. The red route, which needs upgrading, is the obvious way to connect the train network to both the permanent attractions of MOTAT and events at the Park, although then the problem that AT/NZTA designed the new supersized St Lukes bridge with only half a thought for any user not in a vehicle then does come even more glaring than ever:

Chamberlain Golf Course scenario 4

 

Auckland Cycleway Metro Map

Metro maps have long been used to help people understand public transport systems and now Auckland Transport are using one to describe the central city’s current and future cycleways, most of which is either in place now or will be within about 2 years.

AT Central City Cycling Metro Map

Here are a few thoughts about it.

  • The map doesn’t include a number of cycle friendly streets that already exist – such as the shared spaces. I understand this is deliberate as AT only wanted to show the routes with dedicated infrastructure on them.
  • Given the CRL works that will be happening over the coming years and disruption that will cause, I wonder if AT will have the courage to do route D – the east-west route through the city – within that time frame. In my view there certainly needs to be a better connection from the current end of the Nelson St cycleway through the city
  • While the time frame for this might only be the next few years, it does seem like a blindingly obvious solution to carry route J – the NW cycleway route – down Queen St to the waterfront. That is something I would like to see happen in conjunction with the construction of Light Rail.
  • The routes through the Domain are obviously dependant on the outcome of the Domain Master Plan.
  • With so many routes in, around and through it, K Rd will be competing with the waterfront for the bike connected place in Auckland.
  • As a comparison, this version of the map is more accurate and shows which parts have been completed so far.

Cycling network effect in action

Lightpath and the Nelson St cycleway have already been fantastic additions to Auckland with the former already racking up more than 100,000 trips over its pink surface since opening in early December. When it opened one of the questions that may have been lingering over it was whether it would attracting new people on bikes or just divert people off other routes, especially other recently introduced routes such as Grafton Gully. Four months in and it looks like we can give a fairly good answer to that question.

Auckland Transport now regularly release the figures from their growing collection of automated cycleway counters providing data as granularly as daily.

There are a mix of results from the various counters but the two that really stand out are those most closely associated with Lightpath, Grafton Gully and the NW cycleway at Kingsland.

Bike volumes on the Grafton Gully cycleway in March were up an impressive 34% on March last year

Mar-16 - Cycling Monthly - Grafton Gully

You can also clearly see the impact the project has had on the Northwestern Cycleway at Kingsland which has had a counter for many years. Volumes in March jumping around 14% on the same month last year. I’m not a regular user of the NW cycleway but I’ve heard from people who are that it has been noticeably busier this year and “mudguard to mudguard” at times.

Mar-16 - Cycling Monthly - Kingsland

Given the other results from around the region these are significant improvements and suggest there is a network effect starting to kick in and I suspect that will only increase as more and more of the cycle network is completed.

Interestingly it seems there has also been a significant increase in sales of electric bikes which is likely helping drive some of this change.

Retailer Electric Bikes New Zealand has seen a 35 per cent increase in sales in the past year, and general manager Chris Speedy says the expanding network of cycle paths around the nation’s cities is part of the reason.

The firm has been going since 2007, and “it took me a year to sell 10 bikes”, he said.

“Now we’ve sometimes sold seven in a day.”

I’m looking forward to seeing the next stage completed of Quay St which is currently well into construction.

Inner Eastern Line Station Catchment

Along with the important issue of local point to point access of new cycling and walking infrastructure, as discussed in this cross-post with Bike Auckland [remember to submit by Thursday, especially if you are local] there is also the issue of increasing access to important Transit stops, especially RTN Stations, to improve their value. Below is a screen grab from MR Cagney’s excellent ‘Catchies’ work on Auckland’s existing RTN Station catchments. The shaded circles describe a 1km ‘as the crow flies’ diameter from each station, the coloured blobs show the actual 1km reach once street and walkway patterns are added. These then are a sort of visual description the difference between catchment theory and practice on the Auckland RTN.

Both Meadowbank and Orakei Stations exhibit some of the most limited catchments on the whole network [comparable to ferry wharves, which are by nature only half a circle] both are particularly severed from their potential local catchments by natural and artificial phenomena. In Orakei’s case development immediately around the station, much better and more frequent bus services, and increasing local road suitability for cycling and walking, are the answer to increasing its reach. For Meadowbank however, only one of those options is available; it will never have a major bus service because it is in a secluded valley away from the road network, and nor is the surrounding land able to be developed. The only way to improve its performance is to improve its walking and cycling connections, and here with the GI to Tamaki cycleway there is surely the opportunity to do just that.

Catchies Pourewa Valley

Orakei, Meadowbank, and Glen Innes Stations on the Eastern Line

Especially to reach across the valley to Selwyn College in particular.

Section2_map

The Pourewa Valley section of the GI-Tamaki Shared Path. The Selwyn College playing fields are visible above the Path as it kinks away from the rail line.

The new shared path does offer potential connections up the valley and even though they will be beyond the classic Station 800-1000m catchment range, I have little doubt they would be used as the experience of starting and ending the work or school day with a walk or ride through the verdant Pourewa Valley is pretty attractive. Additionally the bus or driving alternative can be subject to congestion especially through the natural pinch points of our folded topography. The utility of network will of course increase dramatically once the CRL is open too; what a great way for people in this neighbourhood to get to Eden Park for example.

The Eastern Line is a tremendously fast and competitive option as shown by the modal comparison chart for Panmure below, but the reach of its stations certainly need work. Panmure itself has now got great bus connection and Glen Innes is currently in a walking and cycling improvement work programme.

Pete Clarke Panmure

Sylvia Park pretty much only serves the mall and desperately needs new connections to the east:

Sylvia Park catchies

With work all these stations could add even greater value to the network, now that the train service, at least at the peaks, is frequent and high quality. The Eastern Line has been a star improver since electrification, but it still has capacity for more of its stations to push up the leader board. This can only be achieved with detailed work to remove the very real barriers to entry all along the network. Even a secluded and arguably poorly placed station like Meadowbank can be improved when an opportunity like this Shared Path comes along.

Station Rankings Change to Dec 15

 

Time to review helmet laws?

Is it time to rethink our mandatory helmet laws? That was a question asked by TV3’s Story last night.

Story Helmets

It’s obviously something we’ve looked at before with there being are a lot of arguments for and against helmet laws and I don’t intend to re-litigate them all now. Lachlan did a good job of covering many of them in his piece. One thing I do noticed is that each side of the debate tends to have a plethora of facts, figures and studies to back up what they’re saying – although in many cases like the Story piece I wonder if sometimes there’s an element of talking past each other.

No-one is really denying that helmets are good for an individual should there be an accident and this fact has been backed up by probably countless studies like this one. But while helmets are good for an individual the crux of the debate comes down to the question of whether requiring helmets in all situations has been better for society.

As pointed out in the piece, since the helmet laws were mandated cycling participation rates have fallen dramatically, especially amongst children. I don’t think that can be completely blamed on helmet laws as there were a lot of other changes made at time such as cheaper vehicle imports which would have had an influence but the laws will definitely have been a factor. Regardless a reduction in people cycling generally means a less active population and that can have serious implications for the overall help of people. For example, a study of 150,000 people in the UK reported on just a few days ago showed that on average men who cycled were 5kg lighter than people driving to work each day while women were 4.4kg lighter. More people cycling means healthier people and that reduces healthcare costs elsewhere.

As also pointed out in the piece the one thing everyone did agree on was the need for better infrastructure to make cycling safer and therefore encourage more people to use a bike as a form of transport. The good thing is that with the government’s Urban Cycleway Fund we’re finally starting to see safe bike infrastructure being built in and around the city – although there is a long way to go and many people will be frustrated with the progress outside of the city centre. To me the long term implications of the infrastructure we’re now building and will build in the future means that this debate isn’t about to go away. By building safe routes that separate people on bikes from cars I suspect it will only further heighten calls for a change to be made.

Auckland urbancycleways map 2015-18

A part of the Story piece they also ran a poll which when I checked late last night showed that over half of people want to see the law reviewed.

Story Helmets Poll 2

The Associate Transport Minister no changes are planned but I wonder if his boss think we should change them?

John Key on Bike 1

and

231013 News. Photo : Chris Skelton / Fairfax Media The Rimutaka Cycle Trail is officially opened on the Esplanade in Petone where the trail starts. Pictured Prime Minister John Key

Personally I don’t think we should be mandating helmets for adults, especially not when there are a growing network of protected routes. My helmet usage depends on what I’m doing, for example I’m riding to work (possibly as you’re reading this) which is some distance and done mostly without separated cycleways. For that trip I would always wear a helmet but if I’m making a small local trip, perhaps to the shops then I won’t wear one, a horses for courses approach.

What do you think, is it time to review the law?

Inner West cycle consultation

Auckland Transport have started consultation on cycling networks for the inner west of the isthmus which is being funded as part of the governments urban cycleway funding.

A bit like they did with the Glen Innes consultation, AT are asking about what people want to see for the whole network rather than just one route. It doesn’t mean the whole network will be built in one go but is useful to ensure they get all aspects considered. The proposed network they show is what they expect to build over the next 10 years.

Inner West Proposed Network Consultation

I’m not an expert in the area but from what I do know the routes look pretty good and I know Patrick in particular will be happy to see Ponsonby Rd on there as he has written about that a lot. Of course the key will be the quality of the facilities proposed and how long it will be till they’re implemented over the next 10 years.

 

Here are the other pages in the consultation which give more information on why it is being done.

Inner West Proposed Network Consultation - page 2

Inner West Proposed Network Consultation - page 3

As well as the brochure to residents and online consultation, AT list two events where people can talk about the plan

Bubs on Bikes – Grey Lynn Park (next to the playground and paddling pool) – Sunday 13 and 20 March 2016 from 10am – 1pm.

Pasifika Festival – Western Springs Reserve – Saturday 12 and Sunday 13 March. AT will be providing valet bike parking so why not cycle to the Pasifika Festival and enjoy a premium parking experience?

January-2016 PT Patronage and Bike Counts

Today’s bus strike is expected to have a significant impact on the city. It will also likely have a significant impact on patronage with some estimates suggesting that more than 130,000 trips will be impacted. To put that in context last February there were just under 6.7 million PT trips in February so this could impact patronage in the month by as much as 2%.

While we’ll likely have to wait till next month to find out just how much impact the strike caused, the reports to AT’s first board meeting of the year along with the data they now publish give us information on the results from January. It’s fair to say there are certainly a mixed bag of results.

Perhaps the biggest surprise in the patronage results is that overall compared to January last year patronage was down by 0.7%. It’s still up 6.6% on a 12m rolling basis but this is the first time we’ve seen a drop in a monthly result since August 2013. The drop was driven by reduced patronage on both buses and ferries. Train patronage is still growing strongly at over 19% compared to last January but given the growth in recent months and that we saw the least disruptive summer shut down in probably over a decade I had expected it to be much higher.

2016-01 - Total Patronage

AT believe the primary reason for the fall in patronage was due to the timing of the Christmas/New Year break this year which likely saw more people push holidays into early January than in the past – I know I certainly did. They note that this also ties in with stronger patronage at the end of December. They also highlight that some routes have been much more affected than others. I’ll come back to those later in the post.

December increases occurred primarily towards the end of the month. The January 2016 decrease in bus and ferry occurred primarily in the first half of the month as illustrated in the patronage chart below compared to January 2015 and corresponds with the lower rate of growth for rail. Underlying trends are likely to be a result of holiday alignment between Christmas 2014 (main two week of holidays falling between 19 December to 5 January) and Christmas 2015 (December 24 to January 11); however, there are specific areas of decrease in January year-on-year for bus and ferry above the underlying trend on Great North Road (-50,000), Manukau Road (-12,000) and Waiheke Bus (-12,000). A major decrease has been seen on the CityLINK (-73,000 or -33%), which is considered to be a result of removal of free travel from March 2015.

2016-01 - Daily Patronage comparison to prev year

The biggest impact was on the buses which carry the bulk of patronage and were down 4.7% on January last year. As noted above it’s interesting that the Gt North Rd buses are down so much. While the information suggest other factors were at play I also wonder if the bus changes in the City Centre to accommodate the CRL works have had an impact. I know it’s certainly made it more difficult for people like me to transfer between bus and train to get to the North Shore.

Ferries use was also down with them 4.3% lower than Jan last year bucking a trend of strong growth. AT reference the downturn on other modes and also note that the reduced use of ferries to Waiheke aligned with reduced Waiheke bus use.

Despite being less than I had expected train growth remained very strong up 19.1% on January last year. That saw patronage for the month surpass 1 million trips meaning that for the first time every month in the previous 12 has been over the 1 million mark. The first ever time we surpassed 1 million trips within a calendar month was in March 2011 and back then there were just over 460k trips in January. Overall rail patronage is now over 15.5 million over the last 12 months which is another solid increase representing a 21.6% growth compared to the same time last year.

2016-01 - Rail Patronage

One last interesting bit on PT patronage, within the business report AT have commented on the impact of the changes they made to Titirangi/Green Bay services in late 2014. Those changes effectively saw the new network implemented in this area with 24 infrequent routes replaced by 9 simpler services with a “more consistent service pattern operating at higher frequencies”. One full year on AT say that patronage from this area is up 35% which is very impressive. Perhaps they need to try and push harder to get the entire new network rolled out sooner.

It wasn’t only PT that saw usage down on last year. Bike numbers across many of the counters also showed a decline in January although a few counters showed some good growth. Perhaps the most interesting is that there was a large spike in usage of Grafton Gully (+29.9%) and Beach Rd (+23.5%). Looking at some daily data it’s not from any one day so it appears to be a general increase that’s occurred. Monthly data suggests that while numbers had been improving, growth rates really picked up from December and that coincides with the opening of Lightpath. Perhaps we need more data to confirm but it suggests that more connected routes are helping drive usage (who would have thought). Also telling is that the only other route to grow is also connected – the NW Cycleway at Kingsland.

  Jan count Jan ADT % change from previous year
Beach Rd 9741 314 23.5%
Carlton Gore Rd 5402 174 NA
Curran St 9041 292 NA
East Coast Rd 4384 141 -5.7%
Grafton Bridge 14078 454 -1.8%
Grafton Gully 10680 345 29.9%
Grafton Rd 1969 64 NA
G Sth Road 2725 88 -10.1%
Highbrook 1348 43 -10.3%
Hopetoun St 4046 131 NA
K Rd 14328 462 -7.1%
Lagoon Dr 4970 160 -13.5%
Lake Road 8497 274 -5.8%
Mangere Bridge 15750 508 -3.6%
Nelson St cycleway 10711 346 NA
Nelson St Lightpath 24693 797 NA
NW Cycleway (Kingsland) 18112 584 8.8%
NW Cycleway (Te Atatu) 12501 403 -8.7%
Orewa 13302 429 -7.4%
Quay St 34501 1113 NA
SH20 Dom Rd 3639 117 -4.0%
Symonds St 10295 332 -5.6%
Tamaki Dr 41598 1342 -4.5%
Te Wero Bridge 18382 593 NA
Twin Streams 4967 160 -19.2%
Upper Harbour 5674 183 -11.4%
Upper Queen St 3952 127 NA
Victoria St West 3097 100 NA

One other potential factor is that January was considerably wetter than last year and the historical average. This may have affected PT use too.

image001

What is very helpful is that a few days ago AT publicly released the cycleway data for each automated counter allowing us to see back to November 2010 for some of them. This is far more useful that reporting on just nine counters across the region – Thanks AT. I’ll look at the results from the counters more in a future post but for the meantime here is the 12 month rolling number of bikes recorded as going past the NW cycleway counter at Kingsland.

2016-01 - Bikes - Kingsland