Walking and Cycling Strategy

Transcription

1 Walking and Cycling Strategy for the Gisborne District 2004 Prepared by Gisborne District Council with the assistance and cooperation of NZ Land Transport Safety Authority, Transit New Zealand, Gisborne Police, Tairawhiti Public Health Unit, Turanga Health, Sport Gisborne, Primary, Intermediate and Secondary Schools, Accident Compensation Commission and Tourism Eastland.

2 Table of Contents PART 1.0 EXECUTIVE SUMMARY PURPOSE OF THE STRATEGY IMPLEMENTATION AND REVIEW PUBLIC SURVEY RESULTS ENVIRONMENT AND HUMAN BEHAVIOUR GISBORNE ENVIRONMENT - ISSUES CONCLUSION VISION AND ACTIONS INTRODUCTION WHAT IS A WALKING AND CYCLING STRATEGY? WHY DO WE NEED A STRATEGY? COUNCIL S ROLE OTHER PARTICIPANTS WALKING AND CYCLING NETWORKS COMMUNITY OUTCOMES VISION OF THE WALKING AND CYCLING STRATEGY OBJECTIVES TO GUIDE THE STRATEGY ISSUES PREVENTING PARTICIPATION OR ENJOYMENT INFRASTRUCTURE AND SAFETY ISSUES IDENTIFIED INFRASTRUCTURE AND SAFETY EDUCATION AND PROMOTION IDENTIFIED ISSUES - EDUCATION AND PROMOTION PROPOSED ACTIONS INFRASTRUCTURE AND SAFETY EDUCATION AND PROMOTION MONITORING, REVIEW AND IMPLEMENTATION TARGETS FOR ASSESSING EFFECTIVENESS OF THE STRATEGY PART TWO BACKGROUND CURRENT CONTEXT NATIONAL TRENDS GISBORNE CITY CYCLING AND WALKING SURVEY ROAD SAFETY RECORD EXISTING FACILITIES ISSUES IDENTIFIED INFRASTRUCTURE AND SAFETY EDUCATION AND PROMOTION BENEFITS OF WALKING AND CYCLING INDIVIDUAL BENEFITS COMMUNITY BENEFITS HEALTH BENEFITS ECONOMIC BENEFITS ENVIRONMENTAL BENEFITS NEEDS OF WALKERS AND CYCLISTS FUNDAMENTAL ENVIRONMENTAL NEEDS NON PARTICIPANTS...44

3 12.3 PARTICIPANTS RELATING THE STRATEGY TO OTHER COUNCIL DOCUMENTS STATUTORY DOCUMENTS NON STATUTORY DOCUMENTS REFERENCES APPENDIX ONE THE PROCESS TO DEVELOP THE STRATEGY n : JMS : PPL Walking and Cycling Strategy

4 PART 1.0 EXECUTIVE SUMMARY 1.1 Vision This Strategy identifies a walking and cycling vision for the Gisborne District and provides a strategic approach to further the realisation of the community vision, which is: Gisborne District is a walking and cycling friendly region. Walking and cycling are safe, convenient, enjoyable and popular forms of transport and leisure that contribute to community health, well-being and tourism. At a time when the benefits of walking and cycling are being increasingly recognised, there is also a growing recognition that further action is likely to be required for these benefits to be fully realised. This strategy provides a strategic direction to encourage and direct such future action. 1.2 Purpose of the Strategy The Strategy identifies actual and potential walking and cycling networks and facilities, as well as actions that are designed to increase pedestrian and cyclist numbers. The Strategy seeks to address the significant issues identified by the community in relation to these activities, including increasing safety and improving the experience for those who already participate to some extent. 1.3 Implementation and Review One of the fundamental roles of Council is to promote the social, economic, environmental and cultural wellbeing of the community. Council s leadership in the development and implementation of this strategy is derived from this fundamental role. The Strategy anticipates that a wide range of other bodies will also take responsibility for its implementation including Land Transport New Zealand, Transit New Zealand, Gisborne Police, Health Agencies, Tourism Eastland, sports and recreational clubs and private individuals. Important steps in Council s implementation of the Strategy will be the preparation of proposed tenyear implementation programmes, to provide input into the Long Term Council Community Plan (LTCCP), as well as 12-month action plans to provide input into Council s annual plan process. The Strategy s implementation will be reviewed on a three yearly basis to ensure that progress is being made. n : JMS : PPL page 1 Walking and Cycling Strategy

5 1.4 Public Survey Results A Public Survey conducted in July 2004 indicated that 80% of the respondents either walk, bike or play sport on at least a weekly basis. Only 6% of the sample did not undertake any of these activities in the past year and this was usually for health or age reasons. Just 3% of those surveyed considered the existing provision of cycling facilities to be very satisfactory. The survey results indicate that the community consider there to be serious safety issues associated with the existing cycling facilities. Walkers were generally more satisfied with facilities although only 6% were very satisfied with the current walking facilities. 1 Most people walk or ride for fitness and the results infer that most participants are aware of the health benefits. Safety was given as a significant reason for non-participation and as a significant concern by those who presently walk or cycle. 1.5 Environment and Human Behaviour The Strategy identifies two key components that need to be considered to increase the uptake of walking and other sustainable transport options like cycling. The first is the environment and the second is human behaviour. Better public transport, safer routes, pleasant surroundings and small to medium distances are all key environmental elements that make walking and cycling attractive. There is a need for education and promotion so that people want to participate and understand the benefits of walking and cycling. These benefits are not just around health outcomes. They also include a greater sense of community, less traffic congestion, greater economic benefits and an increase in creativity, particularly in children. The benefits are detailed further in Part II of the Strategy. 1.6 Gisborne Environment - Issues A mild climate and relatively flat urban topography make Gisborne potentially an attractive location for cycling and walking. Why do more people not take advantage of this opportunity to walk or cycle as transport or for leisure? One frequently cited reason is that most walking and cycling activities occur within the road network and little conscious provision has been made to date for the specific needs of cyclists particularly. Recognition of the need to consider and plan for cyclists and walkers, as legitimate road network users, is essential to the success of this Strategy. 1 Gisborne District Cycling and Walking Survey as Digi Poll Ltd survey conducted by International Research Consultants Ltd, prepared for Gisborne District council in July Page 8. n : JMS : PPL page 2 Walking and Cycling Strategy

6 The design, construction and maintenance of road facilities, especially intersections, roundabouts and road markings are key components which determine the safety of cyclists, and walkers to a lesser extent, within the Gisborne District. To help encourage walking and cycling for leisure, the Council should strive to provide high-quality leisure routes, recognising the importance such facilities have on the health, well-being and attractiveness of the community. 1.7 Conclusion This Walking and Cycling Strategy seeks to support and encourage walking and cycling as part of daily life activities. The aims is to help promote more active lifestyles and improved physical, mental and emotional health, as well as encouraging increased community "connectedness" and to offset the isolating effects of busy lifestyles, home entertainment and motor vehicle use. n : JMS : PPL page 3 Walking and Cycling Strategy

7 2.0 VISION and ACTIONS 2.1 Introduction In 2002, the Government released the New Zealand Transport Strategy, the first national transport strategy to seek to integrate all modes and users of transport. The Government also identified funding for local communities to facilitate projects or actions designed to maximize the contribution of walking and cycling to achieving the NZTS vision and objectives through initiatives designed to increase participation in walking and cycling activities. One of the requirements to access government funding, is that local communities need to have their own vision and strategy for walking and cycling in their region. The parties involved in the development of this document acknowledge the benefit of planning strategically for the future health and well-being of our community through encouraging a safe, enjoyable and convenient environment for participation in walking and cycling activities. Walking and cycling are two of the best and easiest ways of being active. Each can be done in small amounts each day. They are free or relatively inexpensive and can be incorporated into everyday life. The good news is that New Zealanders already do lots of walking. In fact research from Sport and Recreation NZ (SPARC) shows that walking is the number one recreation activity. Where New Zealand can improve is by making it easier for people to walk. However both walking and cycling are on the decline. Indications are that between 1990 and 1998 the number of cycling trips in New Zealand reduced 39%. 2 The decline in both walking and cycling as forms of household travel is most apparent among the young. There are two key components that need to be considered to increase the uptake of walking and other sustainable transport options like cycling. The first is the environment and the second is human behaviour. Better public transport, safe walkways and roads, pleasant surroundings and small distances are all key environmental elements of making walking and cycling attractive. However, people need to want to walk or cycle and understand the benefits of these activities. These benefits are not just around health outcomes. They also include a greater sense of community, less traffic congestion, greater economic benefits and an increase in creativity, particularly in children. 2.2 What is a Walking and Cycling Strategy? The Strategy identifies actual and potential walking and cycling networks and facilities, as well as actions that are designed to increase pedestrian and cyclist numbers. The Strategy seeks to address the significant issues identified by the community in relation to these activities, including increasing safety and improving the experience for those who already participate to some extent. 2.3 Why do we need a Strategy? Walking and Cycling (as modes of transport and as leisure activities) have many social, economic and environmental benefits: 2 Getting there- on foot, by cycle, Ministry of Transport, February 2005 n : JMS : PPL page 4 Walking and Cycling Strategy

8 Walking and cycling provide access, mobility and transport choice to members of our City and District. People engage with their communities more closely on foot and by cycle than when travelling in a motor vehicle. Because of this, walking and cycling can play an important role in the development of more lively, better connected and friendly communities. Walking and cycling are good for our health. They allow us to be physically active while going about our daily business. Walking and cycling are major sources of exercise and leisure. Walking and cycling are among the most environmentally friendly forms of transport. Unlike motor vehicles, they are non-polluting and use no fossil fuels. Tourism can also benefit from walking and cycling. Inviting walking environments encourage tourists to stay longer and spend more; cycle tourists tend to stay longer than those using other modes of transport. At a time when the benefits of walking and cycling are being increasingly recognised, there is also a growing recognition that further action is likely to be required for these benefits to be fully realised. This strategy provides a strategic direction to encourage and direct such future action. 2.4 Council s Role Council (with the assistance of other agencies) is responsible for the ongoing development and monitoring of this strategy. Council is also one of the key agencies responsible for its implementation. Council provides core facilities and infrastructure on which cycling and walking depend, such as reserves, roads and signs. Council is also one funding source for new initiatives to promote walking and cycling. Council s involvement in the development and implementation of this strategy is based on one of its most fundamental roles: to promote the social, economic, environmental and cultural wellbeing of the communities of their region. In performing this role, Council takes its direction from legal statutes, adopted council documents, strategic documents and processes of consultation to ascertain the needs and views of its communities. 2.5 Other Participants Other participants in the development and implementation of this strategy include: Tairawhiti District Health, Public Health Unit Involved in promoting safety, including road safety. Turanga Health, Injury Prevention Involved in promoting safety, including road safety. The Accident Compensation Corporation (ACC) ACC also has a role in promoting road safety. SPARC and Sport Gisborne Sport Gisborne promotes active communities through programmes such as push play and green prescription. Sport Gisborne is funded primarily by Sport and Recreation New Zealand (SPARC), a government organisation. n : JMS : PPL page 5 Walking and Cycling Strategy

9 Land Transport New Zealand (LTNZ) LTNZ s objective is to contribute to an integrated, safe, responsive and sustainable land transport system. LTNZ allocates funding for transport projects throughout New Zealand and promotes road safety. Activities to promote Walking and Cycling are one the specific activity classes for LTNZ funding. Transit New Zealand Responsible for operating the state highway system, parts of which are in the Gisborne District walking and cycling network. The NZ Police The Police are also involved in promoting general road safety. Police education officers run programmes aimed at walking and cycling safety for school children. Department of Conservation A significant provider of recreational walking facilities and information on these facilities. Sports Clubs (for example: Gisborne Amateur Cycling Club) Clubs raise awareness of walking and cycling recreational opportunities and take an active role in the development and maintenance of facilities. Clubs are also facility users. Individuals and Private Business Individuals are the primary users of facilities such as the transport network and walking tracks. Individuals and businesses are also involved in the development and maintenance of facilities through volunteer work, corporate and individual sponsorship, bequests, funding of facilities used for commercial operations, etc. n : JMS : PPL page 6 Walking and Cycling Strategy

10 3.0 WALKING and CYCLING NETWORKS The following series of three maps illustrates the existing walking network and cycling network (that is, existing recreational routes and high volume transport routes) in the Gisborne urban area and coastal environs. Possible extensions to the network are shown on the maps with broken lines. Walking and cycling networks for the remainder of the Gisborne District are yet to be confirmed. n : JMS : PPL page 7 Walking and Cycling Strategy

11 4.0 COMMUNITY OUTCOMES 4.1 Vision of the Walking and Cycling Strategy Gisborne District is a walking and cycling friendly region. Walking and cycling are safe, convenient, enjoyable and popular forms of transport and leisure that contribute to community, well-being and tourism. 4.2 Objectives to Guide the Strategy The community will work towards the following objectives to achieve this vision for walking and cycling: Infrastructure and Safety 1. Walking and cycle networks and facilities that: a. provide safe and efficient access to and through areas of high amenity value b. provide safe and efficient links between key destinations through, around and between the urban, township and coastal areas c. provide a diverse range of safe and efficient recreational and sporting facilities d. meet the needs of the community and visitors e. are well advertised and widely recognised and utilised f. enhance Gisborne s attractiveness as a place to live work, play and visit g. avoid or minimise conflicts with motor vehicles. 2. The roading network, where it forms part of the walkway and / or cycleway network, shall: a. be safe, accessible and desirable for pedestrians and cyclists as legitimate road users b. prioritise provision of facilities and services for walking and cycling as modes of transportation. 3. Walking and cycle recreational and sporting facilities that: a. provide a diverse range of safe and efficient recreational and sporting facilities b. meet the needs of the community and tourists c. are well advertised and widely recognised and utilised d. enhance Gisborne s attractiveness as a place to live, work, play and visit Education and Encouragement 1. Residents and tourists feel encouraged to participate in walking and cycling activities as modes of transport, fitness and leisure by the existence of safe and pleasant routes and facilities, and this contributes to community health and well being. 2. A community that is more knowledgeable about the economic, environmental and social benefits of walking and cycling and less reliant on motor vehicles. n : JMS : PPL page 8 Walking and Cycling Strategy

12 5.0 ISSUES PREVENTING PARTICIPATION OR ENJOYMENT 5.1 Infrastructure and Safety Infrastructure Most Gisborne cycling occurs on roadways, although there were also a wide variety of other places mentioned by respondents to the July 2004 survey 3. Walkers identified that they most commonly walked in their own neighbourhoods, including to the local shops or schools, paths or tracks as well as parks or sports grounds. Just 3% of those surveyed in July 2004 considered the existing provision of cycling facilities to be very satisfactory. The survey results suggest that the community consider there to be serious issues associated with the existing cycling facilities. The responses indicate a need for significant improvement. Thirty percent of those who ride bikes are dissatisfied with the current cycling facilities. With regard to walkers, the survey indicated that there was generally more satisfaction with facilities although some opportunities for improvement were identified. Only 6% were very satisfied with the current walking facilities. Safety The paramount need of walkers and cyclists is safety. One of the best tools available for safely integrating cyclists into the transportation system is the identification and development of a cycle network, especially where this enables provision of separate cycle lanes. Only one third of random survey respondents considered Gisborne safe to cycle around. Significantly more school-aged respondents considered Gisborne safe to cycle round. This may be due to a lack of understanding of the dangers associated with cycling or that these respondents considered themselves bullet proof. Conversely this may indicate that other respondents were overly cautious. Specific concerns about safety related to a lack of cycle lanes, concerns with roundabouts, narrow roads and traffic generally. Two thirds of respondents considered Gisborne a safe place to walk around. Those who did not consider it safe to walk around suggested footpaths needing repairs, concerns about lighting, dogs and traffic as reasons for not feeling safe. 3 Gisborne District Cycling and Walking Survey as Digi Poll Ltd survey conducted by International Research Consultants Ltd, prepared for Gisborne District Council in July n : JMS : PPL page 9 Walking and Cycling Strategy

13 5.2 Issues Identified Infrastructure and Safety Issues identified through the various consultation exercises undertaken to date are summarised below. For a full explanation of all issues identified refer to Part II, Section 10 of this strategy: The existing road network is increasingly unsafe for cyclists State Highways are not designed to be safe for cyclists Roundabouts are not designed to be safe for cyclists Layby areas are not recognised, for maintenance purposes, as cycleways. Fitzherbert Street Roundabout (Photo: Kim Smith) Little consideration has been given to the needs of disabled people Conflict between motor vehicles, walkers and cyclists reduces safety Lack of maintenance of pedestrian or cycle routes makes their use unsafe. Smooth surface not carried into layby area, Ormond Road (Photo: Kim Smith) Lack of information about existing routes and facilities reduces their use Lack of promotion and development of new and safer routes continues to discourage participation in walking and cycling Lack of associated facilities for walkers and cyclists discourages participation Lack of mountain biking facilities prevents participation Behaviour of cyclists and pedestrians and motorists, creates additional hazards. n : JMS : PPL page 10 Walking and Cycling Strategy

14 5.3 Education and Promotion Changing human behaviour is one of the key components to increasing participation in walking and cycling activities. Promotions of motor vehicles use very large budgets and countering this advertising will require good resourcing. A number of organisations have established programmes to educate and promote specific health messages and sporting events. There is an overall need to educate motorists and cyclists especially, to encourage better understanding, better visibility and hence safer sharing of roads. Respondents to the July 2004 survey indicated that in order to encourage cycling Council could provide cycle lanes, improve road safety for cyclists, run promotions and provide more cycle racks for parking bikes. Although a significant portion of respondents who were either under 35 years, Maori or did not presently ride bikes, did not know what Council could do to encourage cycling. With respect to walking, some respondents suggested promoting the health benefits of walking and other sorts of promotions. Other respondents suggested better safer and more scenic footpaths or tracks. Issues of overgrown verges and broken glass were also identified. Whilst a significant portion of respondents who were either under 35 years, Maori or male, did not know what would encourage walking. Eighty percent of respondents undertake some form of exercise on a weekly basis and almost all who did not participate mentioned some form of health problems or age as their reason for not participating. 4 This suggests that most respondents were aware of the health benefits of these activities. The survey also identified that participation in bike riding drops off during the year age group, reflecting the increased vehicle mobility of this age group. 5.4 Identified Issues - Education and Promotion Issues identified through the various consultation exercises undertaken to date include: Lack of coordinated and effective approach to education Lack of information about existing routes and facilities reduces their use Social attitudes to walking and cycling need to be reversed to increase participation. 4 Gisborne District Cycling and Walking Survey as Digi Poll Ltd survey conducted by International Research Consultants Ltd, prepared for Gisborne District Council in July n : JMS : PPL page 11 Walking and Cycling Strategy

15 6.0 PROPOSED ACTIONS Following is lists of projects identified to achieve the vision and objectives of the Strategy. Projects are listed under three categories - Infrastructure and Safety, Monitoring, Education and Promotion and Review and Implementation. The projects are also prioritised and given a target date. The Strategy anticipates that a wide range of bodies will take responsibility for its implementation including Council, central government agencies such as the Police and Transit, community groups, businesses and individuals. Other agencies might also provide funding to undertake projects supported by the strategy. Important steps in Council s implementation of the strategy will be the preparation of proposed tenyear implementation programmes to provide input into the Long Term Council Community Plan (LTCCP), as well as 12-month action plans to provide input into the annual plans. Intermediate school-aged cyclist, Christchurch, New Zealand. (Photo: Tim Hughes). Source: Cycle Network and Route Planning Guide, LTSA (2004) n : JMS : PPL page 12 Walking and Cycling Strategy

16 6.1 Infrastructure and Safety Confirm Networks Action Priority Target Dates 1. Confirm existing walking and cycling networks for the Gisborne urban and coastal environs. Identify possible extensions to these networks, taking into account: The varying needs of pedestrians and cyclists ie, transport, recreation, fitness and competition. The results of public consultation with respect to preferred, optimal routes. Opportunities for use of existing reserves (especially esplanade reserves), road reserves and existing natural resources such as rivers, beaches etc. Opportunities to link or extend existing recreational areas. Opportunities to incorporate areas of high amenity into routes to improve the overall attractiveness of the experience. Additional areas for recreational walking for example might include: Gaddum's Hill Reserve and adjacent QEII Trust Land; a coastal walkway network linking city, Wainui, Makorori and beyond; an extension to the Makorori walkway; a walkway utilising the existing rail corridors; Barkers Hill/Hospital Hill/City loop walkway. Highest Priority 2004/ For the remainder of the district including townships and rural locations identify a series of cycling and walking networks and possible extensions appropriate to the topography and climate of the district, providing for a range of activities including sport, recreation, tourism and transportation. High 2005/2006 (This work provides the framework for further implementation actions to improve the operation of the networks and to extend the networks. See items below for initial projects.) Kaiti Wainui Walkway / Cycleway Path beside major rural highway, State Highway 1, north of Plimmerton, New Zealand. (Photo: Tim Hughes). Source: Cycle Network and Route Planning Guide, LTSA (2004) 3. a. Research options to remove pedestrians and cyclists from the State Highway, especially the 100km section. For example building a cycleway /walkway on land adjacent to the highway or using Sponge Bay Road, Lloyd George and Murphy Road by taking land for cycle lane at subdivision in strategic locations. b. Form a community group to liaise with GDC and other relevant public agencies and to raise funds. c. Identify necessary works and develop a staged programme to fund and implement necessary works. Coastal Walkway from Kaiti Beach to Wainui 5 4. a. Research options to create a coastal walkway from the end of Kaiti Beach to Sponge Bay, around Tuaheni Point to Wainui. b. Identify necessary works and develop a programme to fund and implement necessary works. Very High High High Medium Medium Ongoing See Gisborne Urban Coastal Strategy and the Open Space Strategy for Gisborne and Wainui. n : JMS : PPL page 13 Walking and Cycling Strategy

17 Okitu and Makorori Action Priority Target Dates 5. a. Research options to create a cycleway at Okitu, for example, utilise the shoulder of road or some of the grass verge. b. Identify necessary works and develop programme to implement necessary works. Use signage and road marking to clearly identify. Medium Medium a. Research options for safer alternative routes for cyclists going over Makorori Hill. Low b. Identify necessary works and develop programme to fund and implement necessary works. 7. Investigate options to upgrade the link walking track over Makorori Headland that connects Wainui Beach with Makorori Beach. Kaiti Hill Kaiti Beach Walkway Low Medium a. Investigate the development of a walking track from Kaiti Hill to Kaiti Beach. 6 Medium b. Identify necessary works and develop programme to fund and implement necessary works. 7 Western Industrial Cycle Route (Matawhero) 9. a. There is a known cycle risk between Awapuni Road and the Western industrial area due to inadequate shoulders and the lack of lighting. Research options to remove cyclists from the 100km section of this route and identify shoulders of the road or some of grass verge where cycle lanes may be possible. b. Identify necessary works and develop programme to fund and implement necessary works. Medium High High Valley Road 10. a. Investigate a project to extend the footpath along Valley Road. Low b. Identify necessary works and develop programme to fund and implement necessary works. Low Pouawa Marine Reserve 11. a. Investigate a walking track from the northern end of the Marine Reserve at Low Pouawa. Presently access is only available from the southern end. b. Develop a programme to fund and implement work. Low Extension of Riverbank Walkway 12. a. Complete programmed works to build a bridge across the Waikanae Stream. 8 High b. Programme proposed works to extend the riverbank walkway from the bridge across the Waikanae Stream, to the Cook Statue, along the beach to Grey Street. 9 Medium Midway Beach to Waipaoa River 13. a. Investigate forming a cycleway/walkway between Midway Beach and the Medium Waipaoa River. b. Develop a programme to fund and implement work. Medium Cave Road, Matokitoki Road 14. Cave Road to Matokitoki Road link is used by runners and mountain bikers but would benefit from property markings and track maintenance beyond the road ends. Investigate options, identify necessary works and develop programme to implement. Medium See Open Space Strategy for the Gisborne City and Wainui. 7 See Open Space Strategy for the Gisborne City and Wainui. 8 See Open Space Strategy for the Gisborne City and Wainui and capital expenditure programmed in the Annual Plan 2002/2003, carried through to subsequent years. 9 See Open Space Strategy for the Gisborne City and Wainui and capital expenditure proposed in the LTCCP. n : JMS : PPL page 14 Walking and Cycling Strategy

18 Design and Operation of Network and Facilities Action Priority Target Dates 15. Consult with representatives of disabled users to develop guidelines for the design and operation of networks and facilities 16. a. Prioritise safe walking and cycling access to schools. Consult with key groups to identify issues and options. (Safe routes might be identified as alternatives to shortest routes). Very High Very High b. Develop a programme to implement prioritized improvements. High Cycle lane diverts to cycle path to negotiate multi-lane roundabout, Otaha Valley Road, Albany, New Zealand. (Photo: Tim Hughes) Source: Cycle Network and Route Planning Guide, LTSA (2004) 17. a. Review intersections, particularly roundabouts, along major routes against best practice design and operational guidelines for use by cyclists and pedestrians. For example, connection points between beaches and city, Awapuni Road and Customhouse Street. Very High Ongoing b. Programme prioritised improvements. High Ongoing Cycling stopping Bay, Hamilton (Photo: K.V. Chandran) n : JMS : PPL page 15 Walking and Cycling Strategy

19 Action Priority Target Dates 18. a. Review current design and operation of shoulders for cycling and identify locations along the cycle network where cycle routes should or could be separated from motor vehicles. For example, the Back Ormond Road route to Waihirere Domain could be widened to enable a cycle lane. This route has relatively few side roads so is relatively safe except for heavy traffic and the speed of traffic. High ongoing b. Develop a programme to implement necessary works. Medium Ongoing Cycling lane separated from parked cars, Hamilton East. (Photo: K.V. Chandran) 19. a. Identify areas where speed limiting, traffic calming and/or traffic volume reduction, in conjunction with the traffic management strategy, would provide effective improvements to safety and amenity levels for cyclists and walkers. High ongoing b. Identify necessary works and develop a programme to implement prioritized improvements. 20. a. Review the design and operation of major pedestrian routes, e.g. major routes into the CBD (giving attention to geometrics, planting, surveillance, fencing, lighting, signage and markings) to increase safety, amenity and awareness of routes. b. Identify necessary works and develop a programme to implement prioritized improvements. Medium Ongoing High Ongoing High Ongoing 21. Give priority to pedestrians over motor vehicles in key locations e.g. in the CBD. High Provide frequent, safe, main road crossings in high activity pedestrian areas. Medium Ongoing 23. Review GDC policies for the placing of footpaths where only one side of the street is paved. Identify options and develop a policy to deal with existing footpaths that switch from one side of the street to the other, such as Stout Street. Medium Maintenance and Enhancement of Networks 24. Review provision and maintenance of footpaths and tracks on walking and cycle network routes, giving priority to areas where routes are unsafe such as the Haumanatua Stream Bridge, and/or in high traffic areas such as the footpath down Grey Street from Alfred Cox Park to Waikanae Beach. Medium Ongoing 25. Ensure that re-sealing contracts require that the parts of the road used by cyclists be adequately sealed. High 2005 Ongoing n : JMS : PPL page 16 Walking and Cycling Strategy

20 Action Priority Target Dates 26. Enhance and maintain a small number of high-quality leisure routes that will provide significant public value and be well utilised. Initial routes to be: High Ongoing Riverbank walkways and other routes through the CBD Kaiti Hill walkways Some of these routes could be developed by opening up viewing opportunities and incorporating artworks and information about heritage or environmental features (refer n. 29). 27. Review adequacy and efficiency of regular roadside sweeping programme on roundabouts and all principal roads to remove glass etc. 28. Encourage ownership of routes by community groups. Assist community groups to adopt a programme of enhancement of specific routes. High Ongoing Medium Ongoing Ancillary Features and Services 29. Review provision of ancillary features for walking and cycling such the regularity of rest stops for the disabled and elderly, pet care collection points, route information (especially on high quality recreational routes), viewing opportunities, artworks, and information about heritage or environmental features, lighting, and bike racks. 30. Investigate and promote lock up facilities especially at colleges and polytechs, to save students having to carry helmet gear from lecture to lecture all day, may encourage participation from these age groups. Promote if desire is sufficient. Planning, Policies and Processes 31. Engineering, road design and road maintenance processes to recognise and provide for walking and cycling as essential considerations and requirements within the transportation network. 32. Incorporate networks/routes as relevant into other Community/ Council Plans, strategies and asset/activity management plans. 33. Link reserves planning and maintenance to this Strategy too, to ensure that appropriate consideration is given to the needs of pedestrian and cycle users of such facilities. Medium Low Very High High High Ongoing Ongoing Ongoing Ongoing Ongoing 34. Review Council s statutory plans. Subdivision and development should allow for and encourage safe and enjoyable walking and cycling. Investigate any amendments to the plans to assist implementation of this. For example, investigate amendments to the District Plan to identify areas where reserve contributions could assist with development of cycleways or walkways. High Ongoing Inner Commercial Zone 35. Review role of cars in the Inner Commercial Zone giving consideration to the benefits of making this area attractive for pedestrians and cyclists versus motor vehicles and parking spaces as at present. Medium Mountain Biking (Off-Road Cycling) Facilities 36. Investigate availability of GDC land and other land for the development of mountain biking facilities. High Facilitate discussions between mountain bikers and potential providers of land (for example forestry companies and GDC) with respect to access to land and development of facilities. Provide support to any community initiatives, for example by providing information on regulations and by providing ancillary features such as signage. High 2005-Ongoing n : JMS : PPL page 17 Walking and Cycling Strategy

21 Action Priority Target Dates 38. Review Reserve management Plan for Langford Fallon Reserve with particular attention to the dual provision for walking and cycling, target user groups and the types of facilities/tracks anticipated. Investigate methods to improve safety to difference user groups, for example signage, separation of walking and cycling routes. Low 2009/ Continue to improve and increase the mountain biking trails at Langford Fallon Reserve. Medium Ongoing 6.2 Education and Promotion Road Safety Education Programmes Action 40. Continue work of the Road Safety Coordinator. The Coordinator shall ensure that safety issues for cyclists and walkers are given a priority and ensure the implementation of appropriate District Wide education and promotion of cycling and walking activities and associated issues. 41. Review and enhance other safety programmes especially with respect to children s safety, eg, cyclists skill training for both children and adults adult supervision of children cycling to school programmes that increase awareness of motoring practices that are adverse for cyclists and pedestrians education of property owners of the inconvenience to pedestrians and hazards caused by encroaching and overhanging trees and vehicles parked over footpaths. Priority High Medium Possible Target Dates Ongoing Ongoing Access and Participation (Photo: Tim Hughes) Source: Cycle Network and Route Planning Guide, LTSA (2004) 42. GDC will actively support and continue to invest in walking and cycling as part of daily life activities, both as a significant employer and as a leader in the community. 43. Review existing education and promotion programmes especially with respect to disabled people and other low-participation target groups. High Medium Ongoing Ongoing 44. Encourage opportunities for the community to have a go at biking e.g. bike library and hire a bike concepts, or programmes for school bikes at minimal cost. Liaise with other organisations to find sponsorship funding. Medium n : JMS : PPL page 18 Walking and Cycling Strategy

22 Action Priority Possible Target Dates 45. Promote and encourage flexibility in work environments to enable staff to avoid peak traffic times if cycling, running or walking as a mode of transport GDC to lead by example. Medium ongoing Relationships 46. GDC to form a relationship with cycling/walking groups. A staff member would provide a point of contact to GDC. Medium Ongoing Signage 47. a. Review signage of network routes and facilities, especially in the CBD and in public open space areas. Consider where signs are needed: Medium Ongoing Riverbank Walkway. (Photo: Kim Smith) To inform pedestrians and cyclists of dangers. To describe the location of network routes and recreational opportunities. Medium 2009 Ongoing To increase driver awareness of other users of roads eg, Kaiteratahi. To describe the degree of difficulty or skill needed for certain routes eg, mountain bike trails in Langford Fallon Reserve. b. Implement improvements incrementally, as identified. Information and Reporting Services 48. Develop and promote information for specific walkways and cycleways throughout the district, to inform tourists and recreational users e.g. develop pamphlets / booklets. 49. Include information about walking and cycling on GDC s web site promote the strategy; promote walking and cycling for health; promote and describe existing and future routes and facilities; include links to other relevant sites. Medium Medium Ongoing Events 50. Promote participation and awareness of opportunities by holding, facilitating and promoting events eg, Celebrate refurbishment of existing and completion of new facilities. Sports events such as ¼ marathon, ½ marathon, Eastland duathlon 5km walk series, BMX events, workplace challenge. Kidsafe Week. Medium Ongoing n : JMS : PPL page 19 Walking and Cycling Strategy

23 6.3 Monitoring, Review and Implementation Action 51. Seek and provide sufficient funding to enable key actions to be implemented over the life of the Strategy. Funding should be sought and provided by a range of agencies, for example Pokies/Trusts. 52. GDC will prepare 10-year implementation programmes to provide input into the Long Term Council Community Plan (LTCCP), through which funding is allocated to implementation actions. Priority Very High Very High Possible Target Dates Ongoing Ongoing 53. Every three years (in line with GDC s review of its rolling 10-year implementation programme to provide input into the LTCCP) GDC will monitor progress in achieving the vision of the Strategy and review the document to ensure that it is in line with current thinking. Very High GDC will also prepare 12-month action plans to provide input into the annual plan process. Very High Annually 55. GDC, in consultation with appropriate groups, will refine existing and/or develop new programmes to achieve the Vision of the Strategy. For example, it is anticipated that projects to investigate possible extensions to the networks will continue to be added to the list of implementation actions. Medium n : JMS : PPL page 20 Walking and Cycling Strategy

24 7.0 IMPLEMENTATION PLAN The implementation actions in Section 6 of this Strategy are combined for convenience into the following table to form an indicative implementation plan to The shaded cells are the years in which a project will be undertaken subject to funding. INFRASTRUCTURE and SAFETY Confirm Networks Kaiti Wainui Walkway/Cycleway 3. a) b) c) Coastal Walkway 4. a) b) Okitu to Makorori 5. a) b) 6. a) 7. b) Kaiti Hill Kaiti Beach Walkway 8. a) b) Project 2004/ / / / / / / / / / /15 n : JMS : PPL page 21 Walking and Cycling Strategy

25 Project 2004/ / / / / / / / / / /15 Western Industrial Cycle Route 9. a) b) Valley Road 10. a) b) Pouawa Marine Reserve 11. a) b) Extension of the Riverbank Walkway 12. a) b) Midway Beach to Waipaoa River 13. a) b) Cave Road, Matokitoki Road 14. Design/Operation of Network and Facilities a) b) 17. a) b) n : JMS : PPL page 22 Walking and Cycling Strategy

26 Project 2004/ / / / / / / / / / / a) b) 19. a) b) 20. a) b) Maintenance and Enhancement of Networks Ancillary Features and Services Planning, Policies and Processes n : JMS : PPL page 23 Walking and Cycling Strategy

27 Inner Commercial Zone 35. Mountain Biking Facilities EDUCATION and PROMOTION Road Safety Access and Participation Relationships 46. Signage 47. a) b) Project 2004/ / / / / / / / / / /15 n : JMS : PPL page 24 Walking and Cycling Strategy

28 Project 2004/ / / / / / / / / / /15 Information and Reporting Services Events 50. Monitoring, Review and Implementation n : JMS : PPL page 25 Walking and Cycling Strategy

29 8.0 TARGETS FOR ASSESSING EFFECTIVENESS OF THE STRATEGY Every three years (in line with Council s review of its rolling 10-year implementation programme to provide input into the LTCCP) Council will monitor progress in achieving the vision of the strategy and review the document to ensure that it is in line with current thinking. The success of the Strategy will (in part) be measured against six targets. Figures in 2000 are actual figures; the remaining figures are projected targets. 1. Increased community and visitor use of the walking and cycling networks. Goal for 2015 is to achieve a 5% increase in use Pedestrians Cyclists To be added (TBA) (TBA) Measured by GDC public survey and visitor survey 2. Increased community and visitor satisfaction with safety of walking and cycling routes and facilities. Goal for 2015 is to achieve 75% satisfaction by walkers and 60% satisfaction by cyclists Pedestrians Cyclists (TBA) (TBA) Measured by GDC public survey and visitor survey 3. Increased proportion of students walking or cycling to school. Goal for 2015 is to achieve 10% of students walking or cycling to school Walking Cycling Measured by school gate and bike shed survey and school rolls 4. Reduced pedestrian and cycling injuries as a percentage of total participants. Goal for 2015 is to achieve a comparable or better crash and casualty rating versus other LTSA Group C areas Pedestrians Cyclists (TBA) (TBA) Data from Land Transport Safety Authority, Road Safety Reports n : JMS : PPL page 26 Walking and Cycling Strategy

30 5. Increased numbers of participants walking and cycling as a mode of transport to work and to school. Goal for 2015 is to achieve an increase of participants of 10% Total Measured by Public Survey and School gate Survey 6. Increased consideration and provision made for cyclists within the roading infrastructure design and maintenance programmes. Goal for 2015 is to achieve proof of consideration 80% of the time and provision made specifically for cyclists 60% of the time. Consideration Provision Measured by audit of processes undertaken by GDC Roading Division n : JMS : PPL page 27 Walking and Cycling Strategy

31 PART TWO BACKGROUND 9.0 CURRENT CONTEXT 9.1 National Trends Thousands of households around New Zealand were sampled during a travel survey in 1989/1990 and again in 1997/1998. The results were analysed and expanded using known demographics to provide national estimates of household travel. Comparison of the 1989/90 and 1997/98 estimates indicate that nationally: 10 Walking trips dropped from 21% to 19% of household travel trips, with the decline largest in walk only trips. Walk only trips dropped from 36% to 26% of all school trips. Taking into account population growth, New Zealanders undertake approximately 400,000 fewer walk only trips daily than was the case in 89/90. Cycling trips have dropped from 3.6% to 1.8% of household travel trips. Trips among 5-20 year olds dropped by around 50%. Trips among year olds rose slightly, and trips among those 40+ remained relatively stable. 9.2 Gisborne City Cycling and Walking Survey Background A public survey was carried out in 2004 to help understand current walking and cycling behaviour as well as community attitudes to a number of issues. The survey involved two samples, these being: A random sample of 200 respondents aged 15 or older from Gisborne City, Makaraka and Wainui. These respondents were recruited using DigPoll s random phone number telephone interviewing system. A sample of 19 school children volunteers. Data received was weighted to correct overrepresentations in location of residence, gender, age, ethnicity and household income Participation Respondents were asked how often they had ridden a bicycle in the last year. 30% of the random sample rode a bike at least weekly (10% rode daily); while 45% said they had not ridden a bike in the last year. For the school sample 69% rode a bike at least weekly (nearly a third of the school children rode daily) and only two of 19 school respondents did not ride a bike. 10 LTSA, Travel Survey Report 1997/1998 (LTSA, Wellington, June 2000) in Getting there on foot, by cycle: A draft strategy to increase walking and cycling in New Zealand transport (October 2003) n : JMS : PPL page 28 Walking and Cycling Strategy

32 Respondents were also asked how often they had and walked more than a kilometre in the past year. 72% of the random sample walked over a kilometre at least weekly (38% of the sample walked daily). A further 4% walked about every 6 months and just 8% said they had not walked more than a kilometre in the past 12 months. The school sample had fewer respondents who walked more than a kilometre weekly and more who did this monthly but the rest of the profile is similar to the random sample. The vast majority of respondents undertake some form of exercise on a regular basis. In total, 80% of the respondents from the random sample either walk, bike or play sport on at least a weekly basis. Only 6% of the sample did not undertake any of these activities in the past year. Nearly all of these 12 respondents mentioned health problems or age as their reason for not participating. As would be expected there are clear trends of involvement with older respondents generally being less active than the younger respondents. However, with bike riding it appears that there is an anomaly in this trend with respondents aged participating less than the under 25s or those aged This possibly reflects that as young adults become more mobile then biking becomes less appealing until they have children or the economics of the family motivate them to ride again. There is also a significant difference in the proportions that ride a bike based on gender. 43% of men ride a bike at least weekly and only a third do not ride a bike, while 17% of women ride a bike at least weekly and 57% do not ride a bike Reasons for Participating Respondents who had ridden a bike in the last year were asked: What is your main reason for riding a bike? The most common reason given by those in the random sample was fitness. This was mentioned by 49% of the bike riders from the sample but this accounts for 62% of the over age group. That a high percentage of respondents that ride for fitness infers that the majority of the respondents are aware of the health benefits of this activity. Another quarter said they rode for recreation, 17% said they rode for fun and 9% to do things with their children. Conversely 26% said their main reason for cycling was as a means of transport. The school sample bike riders were more likely to ride as a means of transport (47%), for recreation (41%) or for fun (29%). Those respondents who had walked more than a kilometre in the last year also gave a variety of reasons for their participation. In the random sample, the most common reason was again for health (73%), a quarter of the respondents said they walked for recreation and a further quarter said their main reason was as a means of transport to school or work. The school sample walkers were most likely to walk for fitness (37%) or as a means of transport (37%) Reasons for Not Participating Respondents in the random sample who had not ridden a bike in the last year were asked: What are your main reasons for not riding a bike? A variety of reasons were given but the most common was in regard to age concerns. This was mentioned by 26% of the non-bike riders and accounted for 70% of the over 65 age group. n : JMS : PPL page 29 Walking and Cycling Strategy