Submission Summary:

1. We are concerned about the projection to 2016 of modal share for cycling generally and to educational facilities of respectively 1% and 2 %.(unchanged from 2001) We urge WRC to increase this figure for all categories to 5%. We base this on TDM initiatives and the paper on the Danish town Odense in which modal share was increased to 20% over 3 years. (See Appendix 1.)

2. The intersection between RLTS Objectives and Outcomes neglects to show how the four outcomes for cycling can assist economic and regional development. Increasing modal share of cycling reduces congestion cost (pollution), accident cost & roading maintenance. Cycle Tourism will increase with the outcome of “Improved perception of cycling safety, convenience and ease”. Cycle Tourism is an untapped revenue earner in both the Regions and the Capital. Increasing modal share of cycling also meets the objective “Assist safety and personal security” (refer LTNZ research “Safety in numbers for pedestrians and cyclists” in Land Transport NZ Research Dec. 2006 issue 8). We support all objectives in the Cycle Action Programme.

3. We point out that statements of provisions for cycling should be consistent throughout the document: - for example

   o Park & Ride incl. cycle parking facilities
   o New roading project, parallel cycling facility.
   o Bus & ferry operations contracts, carry bicycles
   o Rail operating contract, carry bicycles
   o Kapiti Rail Stations, cycle parking facilities 

 

Strategy Options

We commend GW on including policies which support advocacy to central government, but question why GW is relying on central government, when there is much that can be done at a Regional level to reduce CO2, particularly as follows:

• Heavy promotion of cycling as an alternative mode
• Provision of off-road pathways and cycle lanes
• Provision of smart end-use facilities
• Preferential treatment for cyclists i.e. shortcuts for cyclists, treatment of corners and intersections, cyclists right of way, fewer stops, faster speed
• Removing car parking in Cities and Towns gradually, replace with trees, ponds, gardens and small markets.

It is evident that the “appropriate signals” that GW wants central government to make relate to private vehicle use. We refer you to central government policy with regards to cycling: “Getting there on foot, by cycle” Strategy and the “Strategic Implementation Plan 2006-2009” for same.

Improvements for cycling and walking are lumped in with TDM and Advanced Passenger Transport. The strategy must treat cycling and walking as separate modes. Until these active modes are taken seriously and serious funding allocated to promotion and provision for cycling in the regions private vehicle use will continue to increase.

We disagree with your statement (pg. 42 point 6.2): “it is unlikely that any strategic option developed at a regional level is likely to have any significant positive contribution to the reduction of vehicle related greenhouse gas emissions…..”. The Regional Land Transport Strategy Strategic Options – consultation document (August 2005) that you base this on is 1.5 years old now. Much has changed since then and is changing every day. This is shown in the 7% increase in PT users (Metro 2005). Local councils are reinforcing parking policy and parking is becoming harder and more expensive in Wellington. More & more cyclists are daily taking on Wellington roads. We again refer to the above initiatives to reduce CO2.

Strategy Development

We support the Vision “to deliver an integrated land transport system that supports the region’s people and prosperity in a way that is economically, environmentally and socially sustainable".

We support all outcomes for Cycling and TDM but wish to state that all outcomes support the Objective “Assist economic and regional development” (not included in your assessment) as follows:

• More people cycling – fewer private motor vehicles on the road
• Fewer private motor vehicles on the road – less cost on maintenance of roading
• Fewer private motor vehicles on the road - less environmental damage & clean up
• Fewer private motor vehicles on the road - less cost of accidents and less cost of modifications to roads.

And finally the untapped revenue earner of trails and cycle tourism

• Cycling in itself can bring economic benefits to a region in the form of tourism revenue – businesses that would benefit are: Café’s & food outlets, B&B, motor camps, transport trains, busses (getting to the trail), sightseeing businesses, art shops, events &  package tour revenue and many more.

 

Implementation Plans

We endorse the objectives, outcomes and programmes in the Cycling Plan section 9.3

The Wellington Region Strategic Cycling Network map is not correct. The section between Te Horo Beach Road and Otaki is incorrect. Please consult the map put out by your council.

Objective: Accessibility

RCA work programmes. We support all service level elements including public transport integration:

We particularly wish to emphasize

1) that connectivity to Otaki of the Coastal Pathway connecting Peka Peka – Te Horo and Otaki off SH1 is an issue that needs to be actioned. Due to bus connections being inconsistent, people who do not have cars have no other choice but to cycle on the dangerous highway.

2) “Links to and from public transport terminals” is ill served by the congested Kapiti Road, (the only direct link from the Beach and central community), that has few cycle lanes and no off-road pathways and is extremely unsafe for cyclists due to the fast traffic and side roads.

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Regional Transport Programme (pg 118 point 11)

We have pointed out that provision for cycling is a very cost effective option and that cycling can become a tourism revenue earner on its own merit. Appendix 1 show in factual form and statistics & pictures how reasonable funding and innovation both in provision and promotion of cycling can result in increased cycle trips and therefore huge cost savings:

• Cycle traffic increased by 20% (1999-2002)
• Every 4^th trip cycled
• More than half of the new cyclists used to drive their car
• Cycle accidents – decrease of 20%
• Savings on the health budget are double the size of the investments
• Cycle traffic can grow significantly just by moderate investments – 1 NZ cent per cycle trip.

We submit that hills and wind do not discourage cyclists once they have started cycling regularly. Modern bicycles have the equipment to cope with both challenges.