In Island Bay, designs for both kerbside and traffic-side bike lanes required the removal of some on-street car parking spaces around driveways, intersections, bus stops and pedestrian crossings. Will this be the case in the eastern suburbs too?
A community working group was established for Evans Bay.
Working group members almost all either lived in the areas they were looking at, or were involved with a local business, residents association or group. In addition, there was a representative from Cycle Aware Wellington and pedestrian advocacy group Living Streets Aotearoa.
The group included people who own cars and drive, walk, catch public transport and cycle. It also included people who regularly ride bikes and others who seldom or never ride.
Participants had a mix of views, hopes and concerns but also a willingness to consider all perspectives and work together to find solutions.
In March 2017, two open days were held at the ASB Sports Centre to gather initial thoughts about these eastern connector roads. Locals identified safety concerns, talked about things they valued, made suggestions, and some registered interest in being part of a community working group.
Key organisations, for instance business groups and residents associations, were invited to participate, along with a mix of people who had said they were interested.
The Evans Bay working group was set up to look at Evans Bay Parade - from Carlton Gore Road to Cobham Drive.
In 2016 – following community open days, discussions with local residents and online feedback – Councillors confirmed the routes and roads that would be used to develop better biking connections in the eastern suburbs.
The routes in the east, including the coastal route to the city via Evans Bay Parade, are a key part of a planned citywide network and the city’s cycleways programme.
The programme was independently reviewed by consultants Morrison Low at the request of the NZ Transport Agency, then reconfirmed by Councillors in August 2016. In December 2016, following the local body elections, the newly elected Council considered and again confirmed the cycleways programme. This included the roads and routes where changes are proposed.
The community working group met at least five times between April and July 2017. During these two- to three-hour evening workshops they worked together to look at the Council's and Government’s investment objectives for the funding on offer, developed their own community objectives, and came up with a long list of possible options.
A large number of possibilities and variations were considered for Evans Bay Parade.
With the help of the transport planners/engineers and urban design consultants employed on the project, the working group, and Council and NZ Transport Agency staff, a list of criteria was developed based on all the objectives.
The long list of options was then assessed against these to come up with a short list of options, which were then further scrutinised.
Working group members spent many hours poring over plans, asking questions, looking at things from a range of different perspectives, debating the pros and cons, grappling with challenges and trade-offs, and whittling down the alternatives to come up with the most practical options to go out to the wider public.
Among other things, the group talked about parking, the needs of residents and businesses, trees, heritage features, lane widths, safer speeds, painted median strips, driveways, pedestrian crossings, intersections, bus stops, and options for solving existing safety issues.
The community working group developed their own set of community objectives, and also took the Council and Government’s investments objectives into account.
To qualify for the Government funding on offer, new facilities for people on bikes must be of a standard which will encourage more people to ride. That means planning for inexperienced riders and people who don’t have the confidence to ride on our roads the way they are at the moment.
Over time, improvements must also help create a connected cycle network.
Our aim is to develop a citywide connected cycle network.
Money is tagged to areas all around the city – the upgrade of the Hutt Road cycle path is well under way; we have been talking with people along Thorndon Quay; and we are looking at small improvements for the central city. Engagement with people in Berhampore, Mt Cook and Newtown has also begun. So it’s not just about the east.
The east is a great place to start because much of the area, and the coastal connection to the city, are flat. Work on Cobham Drive is under way and we want to connect this to other parts of the planned network.
The more we can develop a connected network, and safer facilities for less confident riders, the more people are likely to make some trips by bike.
It’s no good just doing the route around Evans Bay. People need to be able to get there safely from their homes to make it a viable route for more commuters.
Yes, some parking will need to come out. Like other cities, we need to adapt and find more equitable ways to share the space on some of our streets so everyone has safer ways to get places by bike.
It’s important to create a connected cycle network around the city – this is just one of the ways to encourage more people to ride bikes, so they know which routes are the safest and easiest. We’re not proposing that every street should have separated bike lanes as part of the network; on quiet streets it may be enough to make changes to slow traffic down.
No – we’re not proposing that every street should have separated bike lanes as part of the network; on quiet streets it may be enough to make changes to slow traffic down.
The final detail is yet to be developed. Where there are preferences for footpath level paths on some streets, this has been reflected in the options we've consulted on.
The feedback we've received will be looked at as part of the more detailed design phase. For cost and other reasons, it may be that initially lanes are constructed at road level, and then as footpaths and kerbs are replaced through our city maintenance programme, we raise them above road level.
This kind of bike lane provides some protection from moving traffic. The lane can be designed in a range of ways – including with raised buffers, marker poles, parking lanes, or a combination of measures.
Some of the options include bike lanes protected by raised buffers. How wide will the buffers be?
These vary from street to street depending on the width of the road and the other demands on the space available. The diagrams for each street indicate how wide the buffers will be.
In some cases, we have compromised and reduced the width of the buffer to meet community working group desires to include options which retain parking and footpath widths.
Once we have received feedback, we will develop detailed plans and more accurate costings.
Some options will cost more than others and we may not be able to do everything within the current budget. If this is the case, we will look to phase the projects in the most sensible way so that we develop as much of the network as we can in this first stage.
No, not yet. Safety audits will be completed on the more detailed plans for the various streets before Councillors consider whether to approve the projects.