The New Zealand city of Christchurch suffered a series of devastating earthquakes in 2010-11 that changed the urban landscape forever. A new rebuilt city is now underway, largely based on the expressed wishes of the populace to see Christchurch return to being a more people-oriented, cycle-friendly city that it was known for in decades past. Currently 7% of commuters cycle to work, supported by a 200km network of mostly conventional on-road painted cycle lanes and off-road shared paths. The new "Major Cycleways" plan aims to develop approximately 100km of high-quality cycling routes throughout the city in 5-7 years. The target audience is an unaccompanied 10-year-old cycling, which requires more separated cycleways and low-volume/speed "neighbourhood greenways" to meet this standard. This presentation summarises the steps undertaken to date to start delivering this network. Various pieces of research have helped to identify the types of infrastructure preferred by those currently not regularly cycling, as well as helping to assess the merits of different route choices. Conceptual cycleway guidelines have now been translated into detailed design principles for the different types of infrastructure being planned. While much of this work is based on successful designs from overseas, including professional advice from Dutch practitioners, an interesting challenge has been to adapt these designs as required to suit local road environments and road user expectations. The first parts of the new network are being rolled out now, with the hope that this will produce an attractive and resilient network for the future population that leads to cycling being a major part of the local way of life.
1. PHIL TWYFORD to the Minister for State Owned Enterprises: What reports, if any, has he received about KiwiRail's plans to get rid of electric locomotives on the North Island Main Trunk Line and replace them with diesel locomotives?
2. JULIE ANNE GENTER to the Minister for State Owned Enterprises: Is he considering replacing the electric locomotives with diesel locomotives on the Main Trunk Line, and would this mean removing electrification on that line.
3. DAVID BENNETT to the Minister of Finance: What reports has he received on the New Zealand economy and business sentiment?
4. Rt Hon WINSTON PETERS to the Minister for Primary Industries: Does he believe the Dairy Industry Restructuring Amendment Act 2012 has achieved "a stable, permanent capital base for the Co-operative, secures our future and will support progress with our strategy to grow volumes and value"; if so, why?
5. MATT DOOCEY to the Minister for Social Development: What announcements has she made to improve statutory child protection in New Zealand?
6. Dr DAVID CLARK to the Minister for Economic Development: What lessons, if any, on regional economic development has he drawn from his recent ministerial visits to Northland?
7. CATHERINE DELAHUNTY to the Minister for State Owned Enterprises: Will he stop any further work on dairy conversions by Landcorp, in light of the drop in the dairy price yesterday and concerns about the impact that those conversions will have on water quality; if not, why not?
8. MARK MITCHELL to the Minister of Trade: What recent steps has the Government taken to promote and support New Zealand exporters?
9. Hon DAVID PARKER to the Minister of Trade: What monetary and other assistance was provided by the New Zealand Government in support of his bid for appointment as Director-General of the World Trade Organisation?
10. BARBARA KURIGER to the Minister for Small Business: How are small businesses benefiting from the Better for Business - Result 9 Programme?
11. POTO WILLIAMS to the Minister for Social Housing: Why are Christchurch's social housing organisations facing increased homelessness four years after the last major earthquake?
12. MAHESH BINDRA to the Minister of Corrections: Does he stand by all his answers given to the House on 1 April 2015?
As the future of the world’s oil reserves becomes progressively more uncertain, it is becoming increasingly important that steps are taken to ensure that there are viable, attractive alternatives to travel by private motor vehicle. As with many of New Zealand’s major urban centres, Christchurch is still exceptionally reliant on private motor vehicles; although a significant proportion of the population indicate that they would like to cycle more, cycling is still an underutilised mode of transport. Following a series of fatal earthquakes that struck the city in 2010 and 2011, there has been the need to significantly redevelop much of the city’s horizontal infrastructure – subsequently providing the perfect platform for significant changes to be made to the road network. Many of the key planning frameworks governing the rebuild process have identified the need to improve Christchurch’s cycling facilities in order to boost cycling numbers and cyclist safety. The importance of considering future growth and travel patterns when planning for transport infrastructure has been highlighted extensively throughout literature. Accordingly, this study sought to identify areas where future cycle infrastructure development would be advantageous based on a number of population and employment projections, and likely future travel patterns throughout the city. Through the use of extensive GIS analysis, future population growth, employment and travel patterns for Christchurch city were examined in order to attain an understanding of where the current proposed major cycleways network could be improved, or extended. A range of data and network analysis were used to derive likely travel patterns throughout Christchurch in 2041. Trips were derived twice, once with a focus on simply finding the shortest route between each origin and destination, and then again with a focus on cyclist safety and areas where cyclists were unlikely to travel. It was found that although the proposed major cycleways network represents a significant step towards improving the cycling environment in Christchurch, there are areas of the city that will not be well serviced by the current proposed network in 2041. These include a number of key residential growth areas such as Halswell, Belfast and Prestons, along with a number of noteworthy key travel zones, particularly in areas close to the central city and key employment areas. Using network analysis, areas where improvements or extensions to the proposed network would be most beneficial were identified, and a number of potential extensions in a variety of areas throughout the city were added to the network of cycle ways. Although it has been found that filling small gaps in the network can have considerable positive outcomes, results from the prioritisation analysis suggested that initially in Christchurch demand is likely to be for more substantial extensions to the proposed major cycleways network.
