CCC Slow Speed Extension
Sub http://cccgovtnz.cwp.govt.nz/the-council/consultations-and-submissions/haveyoursay/show/177

Closes 4 September

Spokes Canterbury generally supports lowering speed limits as presented in this proposal. The 10km/h limit is likely to be unrealistic as many people will cycle at a slightly faster rate simply to maintain balance and manoeuvrability.

With cycling in the central city primarily on shared streets and spaces we all need to slow down for safety.

The end of the 30km/h zone in the central city does require further thought, for example:
Hagley Avenue has the zone ending just before the intersection with Selwyn Street. After Selwyn Street Hagley Avenue becomes one way mostly used for on-street parking, access for residents and users of the netball facilities. The 30km/h zone should be extended along Hagley Avenue to Moorhouse Avenue and the proposed gateway put in Selwyn Street. This may involve making the entire length of Waller Terrace 30km/h but this street is narrow and busy so traffic is unlikely to be exceeding 30km/h currently.

Madras and Manchester Streets south of St Asaph Street would benefit from being 30km/h also. This would take in Southwark and Allen Streets as well as the High Street/Madras Street intersection. A number of young people attend Ara Institute and cross Madras Street to access shops in the Countdown complex. Making this part of Madras Street 30km/h would make this a more pedestrian friendly environment. Sothwark and Allen Streets are probably already slow so reducing the permitted speed will have minimal impact. It is likely High Street will be developed into a pedestrian priority street so making the surrounding area 30 km/h makes the environment safer.

Given the obvious benefits of extending the edge of the 30km/h section detailed above Spokes suggests that making the entire are within the 4 Avenues 30km/h needs to be considered. There have already been safety benefits from the implementation of the central city speed limit so this should be extended to where most of the traffic passes. It would certainly make the central city a destination, not a through route for people crossing town.

Riccarton Avenue
The details of changes are promised for a future consultation. Council is urged to include access to the cycle path to go from the hospital west boundary, behind the hospital and exiting to Rolleston Avenue as depicted in the Botanical Gardens Plan as part of that consultation. https://ccc.govt.nz/the-council/consultations-and-submissions/haveyoursay/show/20

Antigua Street Gateway
Spokes does not support this gateway design.
This is the major north/south cycle arterial serving the central city. The cycle counter at the Antigua Street Bridge has been counting 1,000+ cycles per day, in winter. In accord with the Accessible City Plan aka Christchurch Central Recovery Plan and not in accord with Council’s Cycle Design Guidelines.

The proposed gateway adds a centre median to squeeze traffic against those lanes, still hard up against parking, closer to cars. This could be made acceptable by the removal of 4 car parks. The Major Cycleway project has already had an impact on mode choice for the trip to town so the likely benefit of making the gateway better is that at least 4 more commuters will chose to travel by bike providing a net benefit to those seeking on-street car parking.

Other Gateways
Spokes notes that the impacts on cycling of the proposed changes does not merit mentioning. Notably the impacts on on-street parking are featured and assurances given that none has been lost. This is an extremely sad comment on the priority of cycling in this project and in consultation.

Important to Well Being and the Future

Spokes remains extremely disappointed that the so called Accessible City Plan aka Christchurch Central Recovery Plan did not provide for the needs of people who commute by bicycle across the city or even particularly well for those biking within the city.

Spokes continues to offer to work with Council early on in project development to create a city fit for purpose for the 21st century. Doing so will achieve far better outcomes for transportation, mode choice, road safety and lower rates.