Due in 27 October 2020 and subs are much needed.
Council has a proposal to almost sort of connect upper Colombo Street to the Papanui Parallel. It is a start and some encouragement and direction is needed to make it safe and workable. As always be polite and constructive.
Council says it wants to serve all people on bikes from 10-80 years old, but the infrastructure offered fails the promise.
Here is the link to the project for details: https://www.ccc.govt.nz/the-council/consultations-and-submissions/haveyoursay/show/327
Here is Spoke’s Draft sub:
Spokes is very supportive of the speed reduction proposed for this important piece of cycling infrastructure. It will connect the very popular Papanui Parallel cycleway to the central city, a link that has been frustrating in its absence for too long.
Because of the importance of this link it is important it is complete so needs to consider the crossing of Bealey Avenue as part of its ambit. Without this crossing being addressed the excellent facilities on either side of the avenue are somewhat wasted. It is like a road with a missing bridge, seriously compromised in terms of effectiveness. The target audience for the cycleways are 10-80 year olds so the entire journey has to appear safe for 10 year old children to cycle independently.
We are supportive of the idea that the road will be slow and use a shared space approach rather that restricting the volume of bikes by enclosing them in a well defined separated facility. It is possible parts of the Papanui Parallel cycleway could be reaching capacity concerns in the near future with the continued increases in popularity.
The use of trees in planter boxes is also an approach we support. Their position can be changed as circumstances change and if there is a problem with a planter box it can be wheeled out and replaced with a better one.
We would like to see more bike parking facilities offered along the route. It is noted there is provision for about 8 cycle locking stands at Peterborough Street but these could be occupied most of the time by staff at the local businesses and attendees at the Christchurch College of Education. Provision of additional parks at the southern end of the area would provide facilities for those attending the town hall or wanting to meander through the central city without a bike.
There is concern that the coloured paint on the road may swamp the white lane markings visually. The paint will be the only protection visible to less confident cyclists so it is important that it is very visible.
The painted cycle lane needs to provide adequate space for the cyclists to avoid opening car doors from parked traffic. The indications are that there will be space between the edge of the parking space and the bike lane and further room in the bike lane to avoid doors. This is fine whilst car drivers park within the parking space provided and leave the buffer space unoccupied.
The plans provided show a painted buffer between the cycle lane and traffic. There is merit in increasing the width of the cycle lane by including the buffer zone in the cycle lane. Cyclists can keep away from the moving traffic within their wide lane but it does provide better opportunities for cyclists to overtake or avoid car doors whilst staying in their lane.
If possible we would like you to reconsider the treatment of the bus stops. From a cycling perspective it is much better to have pedestrians crossing the bike lane than buses so an in-lane bus stop is preferred.
Also as there is no physical separation of the cycleway proposed we urge the Council to consider using flexible posts to provide some protection where the cycle path is squeezed on intersection approaches.
As mentioned the Bealey Avenue crossing is an important consideration to complete this link. In relation to north bound cyclists we offer the following suggestions in order of preference;
1. no left turn for northbound motorists onto Bealey Avenue
2. providing safe access for cyclists from the left lane to the left of the re-designated straight/right lane in the approach to the intersection
3. providing protection for the cycle lane on the left by the use of poles or other physical separators.
4. phasing the lights so cyclists get 2 opportunities to proceed north each phase, once at the beginning of the northbound go and another at the end of the northbound go. Apparently this is being used in Dunedin.
The same treatments could be considered for Kilmore Street for northbound cyclists and Salisbury Street for southbound traffic except our preferred solution above is probably too disruptive.
We are very pleased the Council are proceeding to link our very impressive Major Cycleways to our central city and are eagerly awaiting the outcomes.