2016 - 08

Old - but still relevent....

20100226 Submission to Northland Regional Council's DRAFT 30 Year Transport Strategy : from Alan Preston

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from my submission to the Kaipara District's Annual Plan.

18 May 2010

"There needs to be a seperate pathway for people ( of all ages) wishing to use bicycles for transport between the Mangawhai Beach School, the Mangawhai Activity Zone, Mangawhai Heads ( Wood Street ) Shops, the Mangawhai Camping Ground and Mangawhai Surf Beach. "

In October 2009 I conducted a ride with a small group of 4 other 'utility'-style cyclists ( i.e. cycling for transport ) along the above route and listed observations and recommendations for where improvements could be made.

I will print out some google maps which I can scan and send back to you as a .jpg with notes and possibly photos of sites in question to add to your data-base.

In view of the fact that no funding has been made available for provision for cycling for transport, despite the Northland Regional Council's 30 year Transport Plan (5.7.4) deeming that provision for cycling be made in the Mangawhai Heads and Village areas, the main focus on my submission on cycling is that the Kaipara District Council changes its bylaws to allow (at least ) 'slow' cycling on what are currently designated as 'footpaths'.

The precedent set by the Queensland State Government may be useful :

My contact details can be found in the signature section of this e-mail.

Thanks.

Alan Preston

P.S. It might be a good idea to acknowledge that you have recieved this as gmail does sometimes get bounced .

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Here's the page on my Urban Bicycles website on cycling on pavements.

http://sites.google.com/site/urbanbicycles/pavements

The link to the Queensland Governments page outlining cycling on pavements:

Riding on the footpath (s288)

In Queensland, cyclists of any age are allowed to:

• ride on a footpath unless prohibited by a 'NO BICYCLES' sign — you must give way to pedestrians and ride in a manner that does not inconvenience or endanger other footpath users.

( currnently New Zealand cyclists are subject to a $250 fine for riding on 'footpaths'. )

Obeying no bicycle signs and markings (s252)

You cannot:

• ride on a road or footpath where bicycle signs or road markings specifically ban bikes.

To read some discussion about a 2007-2008 study carried out in Singapore in the Tampines residential area on allowing cyclists to share

footpaths: http://cyclinginsingapore.blogspot.com/search/label/bicycle%20lane

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The full text of my submission to Kaipara District's 2010 draft Annual Plan

"Should Council use this opportunity to get some improvements elsewhere ? "

Yes.

Maximise opportunities to transport milk by rail . Modify loading facilities.

Transport Demand Management

Maximise opportunities and the public's ability in the use of internet-based technologies such at video-conferencing to obviate or minimise the need to use the roading network for what may be unnecessary trips.

Work with the New Zealand Digital Strategy and the Aoteoroa People's network to set up free internet access points in all community centres.

e.g. the soon to be vacated Mangawhai Museum building. ( see also Community Spaces )

"Increasing patronage at the Dargaville Library has been driven by the arrival of the Aoteoroa People's Network's wireless computers"

Why is this not being provided in Mangawhai ?

Kauri Cycleway

"using disused railway lines and historic roads"

Although recreational cycleways may bring benefit to the tourism industry by making it more attractive to both foreign and New Zealand cycle tourists, facilitating a recreational activity must on no account ever be done at the cost of further increasing our region's vulnerability by removing what will inevitably become an essential part of our region's transport infrastructure.

The railways in Northland are an indispensable feature of our heritage and took many years of hard labour to build.

Kaipara District Council has the responsibility to ensure that the rail corridors are preserved, maintained and enhanced for future generations.

While it is indeed desirable that cycle touring pathways be constructed alongside the rail corridor , any move to remove 'disused' sections of the railway must be strenuously resisted.

( "should the Council retrench, reduce the quality of its assets like roads?" ) No, and definitely not its railways.

The Kaipara District Council should also work with those who are likely to use this recreational facility to find out what will make it practicable for them to use it.

Walking Cycling Strategy.

The finishing of the filling in of the open stormwater drains in Mangawhai Village is not being done in a way that will enable future installation of facilities for cyclists to have seperation from the flow of motor-vehicular traffic.

There needs to be a seperate pathway for people ( of all ages) wishing to use bicycles for transport between the Mangawhai Beach School, the Mangawhai Activity Zone, Mangawhai Heads ( Wood Street ) Shops, the Mangawhai Camping Ground and Mangawhai Surf Beach.

The Mangawhai Strategic Roading Study.

( Request MY SUBMISSION TO NRC's 30 YEAR TRANSPORT STRATEGY )

Roading Walking and Cycling

"The Primary Mode of Transportation throughout the district and beyond will continue to be

vehicular ( cars, light and heavy vehicles )."

This is a dangerous assumption to base planning on and leaves our society and economy

vulnerable to the inevitable rise in the cost, and availabilty of imported fossil fuels.

"Walking and cycling is an emerging mode of transportation particularly in local towns".

While making provision for cyclists to be on the road continues to be necessary, current legislation fails to recognise that the vast majority of potential users of active transport modes require seperate facilities from motor vehicles.

http://policy.rutgers.edu/faculty/pucher/Irresistible.pdf

Changing the law to permit cycling on what are currently designated as 'footpaths' is the single most effective thing that can be done to encourage cycling for transport within urban areas. http://sites.google.com/site/urbanbicycles/pavements

Legitimising riding bicycles on pavements is the first step towards encouraging drivers to making provision for the possibility that they may encounter cyclists.

"Planning for growth will continue to be critical for determining long term decision making on roading infrastructure"

More emphasis must be placed on improving and extending the existing rail network for use by both frieght and passenger services.

"Why we do it "

Health outcomes are not mentioned here but should be.

Reinstate the Genuine Progress Indicator to define optimum outcomes and adopt triple bottom line accounting when carrying out cost-benefit analysis in order that social, health and environmental factors be included before decisions are made.

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Streetlighting Program

"Council's intention is to maintain existing infrastructure only. The budget for 2010/11 has been increased due to increased power costs."

Street lighting should be as energy efficient as possible as there are clear long term benefits. Apart from Safety lighting at road intersections lights should be switched off after 10pm to save power and costs.

References in LTCCP submission MRRA

Medical research has established a link between 'light pollution' and breast cancer.

For leads go to: http://environment.about.com/od/pollution/a/light_pollution.htm

Anyone approaching the Mangawhai area at night time will be struck by the proliferation of orange street-lighting that has accompanied the spread of largely empty residential subdivision developments.

The street lighting technology that is installed here is inappropriate, invasive and unneccessary and is obsolete energy-inefficient technology.

Ideally street lighting should be : solar powered, LED bulbs, motion-sensor triggered, go off after (say) 5 minutes.

Such technologies are available in New Zealand and are being installed by other local territorial authorities

See:

http://www.ecopoint.co.nz/ecoled-street-lights-c-1_7_25.html

http://www.solarbright.co.nz/street-lights/

( these are only given examples of what is available.

There are others others P.S. I have no relationship with any of these companies )

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Refuse.

Priorities.

Avoidance - including action to reduce the amount of waste generated by households, industry and all levels of government.

Resource Recovery - including reuse, reprocessing, recycling and energy recovery, consistent with the most efficient use of the recovered resources.

Disposal - including management of or co-ordinating all disposal options in the most environmentally responsible manner.

Little seems to be being done with regard to educating the public with regard to avoidance

Work with private enterprise involved in extracting materials from the waste stream and with transport companies to 'backload' these materials in what would

otherwise be empty trucks returning from Whangarei.

Emergency Management.

The last Tsunami warning for the Mangawhai area went largely either unnoticed or was unheeded.

Immediate priority needs to be given to providing a siren warning system that is audible throughout areas that are likely to be inundated and further education work is needed to make people aware of the need to be prepared to act when they hear one.

http://www.youtube.com/watch?v=Qlw-HvCu_5w

http://nctr.pmel.noaa.gov/okushiri_devastation.html ( the Okushiri Tsunami in Japan 1993 )

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5.7.4 Developing Walking and Cycling Networks

Strategic areas of Northland where walking and cycling can be enhanced have been identified

in Map 10 below. The areas identified are:

• Whangarei Harbour area (including Whangarei City)

• Bay of Islands

• Doubtless Bay

• Kaitaia area

• Kaikohe area

• Opononi area

• Dargaville area

• Mangawhai area

These areas represent the most significant concentrations of population within the Northland

Region and would therefore benefit most from a strategic approach to creating and enhancing

local networks for recreational and commuting use. There is also scope for creating long

distance trails, such as through the New Zealand Cycleway; however usage will likely be for

recreational tourism purposes rather than local commuting.

NRCs Regional Transport Strategy states:

4.4 Cycling and Walking

Cycling and walking has huge potential as a mode of transport in the Northland Region for both

recreation and commuter trips. However, walking and cycling to work has steadily declined and

has halved in the 15 years from 1986 to 2001 as journeys to work. In 2001, 5.2% of Northland

residents walked to work and 1.1% cycled to work compared to 12.5% (walked) and 2.2% (cycled)

in 1986. In addition, very few Northland children cycle to school on a regular basis. However,

anecdotal evidence suggests recreational cycle trips have increased significantly in the past few

years.

A number of issues have been identified for cycling such as narrow carriageways, little or no road

shoulders, and the number of heavy vehicles (freight transport). Poor driver behaviour towards

cyclists is also a significant factor. Few cycling and walking projects have been undertaken to

date, however there is a strong desire to promote increased levels of cycling and walking in the

region. Recent increases in fuel prices have contributed to this desire.

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Alan Preston

4 Insley Street , Mangawhai, Northland, New Zealand( since June 01, 2009 )

mobile: 021 02377242

Tel: (09)4315389

urbanbicycles@gmail.com

http://urbanbicycles.googlepages.com

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Over the last 5 years I've made a submissions to the both the Northland Regional Council's Transport Plan and to the Kaipara District Council on cycling facilities for the whole region and for Mangawhai / Mangawhai Heads.

( This was sent to Nicola Deveraux of Wined About cycle tours ( Mangawhai ) in March 2013 who, at the time was working with the Northland Health Board. )

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I've just been back through my e-mails and copied in some of the stuff that will help us to get better ( segregated ) cycling facilities in Mangawhai.

I was more actively involved with this a few years ago ( 2006-2009 ) but am still keen to get/be involved in making something happen.

The research paper I mentioned was :

http://policy.rutgers.edu/faculty/pucher/irresistible.pdf

Making Cycling Irresistible: Lessons from the Netherlands, Denmark, and Germany

( and watch this short film 'Copenhagen through North American eyes ( 2013 ) to see what they're talking about ) .

For readers in many countries, the title of this paper might sound so impossible as to seem absurd. Most Britons and Americans, for example, must find cycling quite resistible indeed, since they make only about one percent of their trips by bike. Cycling conditions in most countries—including the UK and USA—are anything but safe, convenient, and attractive. Bicycling in much of the industrialized world is a marginal mode of transport, occasionally used for recreational purposes but rarely used for practical, everyday travel needs. Moreover, the social distribution of cycling tends to be very uneven, with young men doing most of the cycling, while women cycle far less, and the elderly hardly cycle at all. However, in the Netherlands, Germany, and Denmark, cycling levels are more than ten times higher than in the UK and USA.

Description

This paper shows how the Netherlands, Denmark, and Germany have made bicycling a safe, convenient, and practical way to get around their cities. The analysis relies on national aggregate data as well as case studies of large and small cities in each country. The key to achieving high levels of cycling appears to be the provision of separate cycling facilities along heavily traveled roads and at intersections, combined with traffic calming of most residential neighborhoods. Extensive cycling rights of way in the Netherlands, Denmark, and Germany are complemented by ample bike parking, full integration with public transport, comprehensive traffic education and training of both cyclists and motorists, and a wide range of promotional events intended to generate enthusiasm and wide public support for cycling. In addition to their many pro-bike policies and programs, the Netherlands, Denmark, and Germany make driving expensive as well as inconvenient in central cities through a host of taxes and restrictions on car ownership, use, and parking. Moreover, strict landuse policies foster compact, mixed-use developments that generate shorter and thus more bikeable trips. It is the coordinated implementation of this multifaceted, mutually reinforcing set of policies that best explains the success of these three countries in promoting cycling. For comparison, the paper portrays the marginal status of cycling in the UK and USA, where only about one percent of trips are by bike.

Knowledge dissemination

The article was published in TransportReviews.

Conclusions

The most important approach to making cycling safe and convenient in Dutch, Danish and German cities is the provision of separate cycling facilities along heavily traveled roads and at intersections, combined with extensive traffic calming of residential neighborhoods. Safe and relatively stress-free cycling routes are especially important for children, the elderly, women, and for anyone with special needs due to any sort of disability. Providing such separate facilities to connect practical, utilitarian origins and destinations also promotes cycling for work, school, and shopping trips, as opposed to the mainly recreational cycling in the USA, where most separate cycling facilities are along urban parks, rivers, and lakes or in rural areas.

The key to the success of cycling policies in the Netherlands, Denmark, and Germany is the coordinated implementation of the multi-faceted, mutually reinforcing set of policies summarized in Tables 1, 2, and 3 in the article. Not only do these countries implement far more of the probike measures, but they greatly reinforce their overall impact with highly restrictive policies that make car use less convenient as well as more expensive. It is precisely that double-barreled combination of ‘carrot’ and ‘stick’ policies that make cycling so irresistible

Contact info

Rutgers University - Bloustein School of Planning and Public Policy

John Pucher

Publication date

7/2008

Researcher

John Pucher and Ralph Buehler

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See also my own rant on the issue - with links to related info:

https://sites.google.com/site/urbanbicycles/issues/cyclelanes

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Paul Doherty @ Cycle Tours in Whangarei was working ( back in about 2007 ) with the Northland DHB to provide a fleet of urban-appropriate utility style bicycles for use by their staff. Paul has been active with Cycle Advocacy Network .

http://www.cycletours.co.nz/pages/about.html

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- Back in 2009

A 'Slow Cycling' reconnaissance trip from Mangawhai Beach School to Mangawhai Heads Beach Surf Club

A relaxing ride for anyone who wants to ride a bicycle for transport around Mangawhai and Mangawhai Heads.

Labour Weekend October 24th 2009. Actual Day to be decided depending on the weather during the 3 day weekend.

Contact Alan Preston: 02102377242

Riding bicycles on footpaths

Pilot study : Mangawhai & Mangawhai Heads, Northland , New Zealand.

2 groups of riders:

First group ( Vehicular Cyclists )

riding according to the rules, sharing the road with motor vehicles.

AND

Second group

( Slow 'utility' cyclists )

Using every opportunity to segregate yourselves from possible conflict with motor vehicles. ( N.B. doing this is illegal )

Gather at Mangawhai Beach School at 10 a.m. prepared to ride to Mangawhai Heads Surf Club.

The purpose of this trip is to survey the route, and to compare routes, to collect information for a suggested safe alternative route to having to 'share the road' with motor vehicles.

Who should be interested?

Anyone who wants to ride a bicycle but doesn't want to ride with cars:

Parents of children who want to ride to school and who'd like to ride to the Mangawhai Activity Zone, the Village, the Heads shopping centre and Mangawhai Heads Beach.

Our elected representatives, Kaipara District traffic and transport planners. The Police, Mangawhai School. Mangawhai Activity Zone. Grey Power. Mangawhai Businesses.

Sections of the route to be surveyed:

Getting through Mangawhai Village

From Mangawhai School at the southern end of Insley Street to Mangawhai Four Square,

How many driveways have to be crossed, which onees are potentially hazardous? What can be done to avoid potential problems?

Notify the owners/users of potential conflict spots.

To get through the busy area around the 4 Square Supermarket :

is it better to follow the road,

to go around the front on the footpath

or to go around the carpark at the back?

Note the location of pot-holes, uneven surfaces, opportunities for easing the flow from footpath to road ( at intersections etc )

From the Four Square to the corner of Pearson Street ( and the start of the segregated cycle track across the Causeway)

From the corner of Pearson Street along the causeway to the Mangawhai Causeway bridge

From the Mangawhai Causeway Bridge up to the Information Centre ( at the top of the highest point on this ride )

From the Information Centre to the Wood Street Intersection

STOP FOR A REST at the Wood Street Shops.

Compare:

From the Wood Street Intersection, via Wood Street ( Mangawhai Heads Shopping Centre) down to Alamar Crescent to the Mangawhai Heads Campground.

( the following section cannot be displayed on GoogleMaps because it leaves the 'paper' road )

Ride all the way through the campground to the walkway which comes out opposite Pearl Street on Wintle Road.

from there, ride ( or push your bike ) up the hill and ride along the footpath to the beach.

From the Wood Street Intersection to the Mangawhai Heads Road Roundabout @ Cullen Street intersection then down

to Wintle Street and out to the Surf Club at Mangawhai Heads Beach.

Rest at Mangawhai Surf Club for 30 minutes to discuss how the ride went and to compile suggestions to forward to the Kaipara DistrictCouncil. Ride back together through the camp-ground , or make your own way from here.

Cycle 'advocacy' by 'officer class' cyclists provides for the likes of 'officer class' cyclists but not for the rest of us who may otherwise choose to ride our bicycles

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Kia ora Clinton.

Alan Preston here in Mangawhai Village.

I'm planning a 'slow cycling' ride tomorrow ( Saturday 24th of October 09 ) leaving from Mangawhai School at 1 p.m. over to the Mangawhai Heads Surf Club.

The purpose of the ride is mainly to give people who aren't into fast recreational cycling a chance to experience riding around Mangawhai and especially along the routes that parents might prefer their kids to use to get say from the Heads to Mangawhai School and to other popular destinations such as the proposed Mangawhai Activity Zone , the Wood Street Shops and the Heads Motor Camp.

I will be asking fellow riders to provide input for a report I will be making to the Kaipara District Council as part of a submission I will be writing to the District Plan review's section on Transport and I'm interested in getting people's opinions on what 'micro'- routes they'd naturally prefer to use as opposed that they're legally supposed to be using ( e.g. riding on what is currently deemed as a 'footpath ( $200 fine) along the Causeway as opposed to riding on the road ) .

It is possible that these rides could be repeated during the warmer months as more holidaymakers start arriving here.

Please let everyone in your network know about this and go to http://mangawhaitransitiontown.ning.com/

for more details on the route etc.

Might see you there.

Ka kite ano.

Alan Preston

4315389

021 023 77242

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Kia ora Clinton ( and everyone else at Mangawhai Riders )

Alan Preston here ( Mangawhai Riders meeting at Bennett's Cafe today ) in the Village.

Good to meet you today.

Here's the URL for my web-site promoting utility cycling ( cycling for transport) : http://urbanbicycles.googlepages.com

based on what's happening with cycling in the European Union and on my 10 years as a cyclist in Japan.

I've just had a read of the

Kaipara District Council 2009 - 2019 Draft Long Term Council Community Plan which you can download as PDF files

from: http://www.kaipara.govt.nz/ltccp_09_16.htm

and I've copied out the section dealing with transport issues and been through and marked the pieces pertaining to Mangawhai and to cycling in general in bold red

Scroll right down through the whole message as you'll find some other reference to the KDC's walking and cycling strategy too.

Some of this stuff may be useful if you'd like to make a submission to the District Plan review

http://www.kaipara.govt.nz/district_plan_review.htm or other opportunities such as the Annual Plan process.

Feel free to forward this on to others who may be interested.

Alan Preston

4 Insley Street , Mangawhai, Northland, New Zealand( since June 01, 2009 )

mobile: 021 02377242

urbanbicycles@gmail.com

http://urbanbicycles.googlepages.com

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Page 73

The Kaipara District is heavily reliant on road transportation to enable communities to communicate,

connect and do business throughout the district and beyond. This requires roads, footpaths, parking,

signage, street lighting, vegetation control, and road marking works to ensure transportation is safe and

effective. Kaipara District actively works with our regional counterparts, NZ Transport Agency (the

Agency) and other agencies involved in the transport sector to plan and deliver services that contribute

to the well-being of the communities we serve.

Assumptions

· Roading costs will continue to increase

· External funding primarily from the NZ Transport Agency will remain at similar levels to those

outlined in this document

· The main mode of travel across the district will continue to be vehicular

· Local roading programme will be subject to Regional and National strategies and objectives

· Walking and cycling as a mode of transportation in rural New Zealand will be challenging

· Planning for growth will continue to be critical for determining long term decision making on

roading infrastructure

Risks

· Geology and climate impacts on Kaipara’s fragile network will continue to impact on road

foundations which cause slips

· Reduction in the Agency funding while continued insistence on increased standards

· Continued significant impact of heavy industry traffic such as forestry on local roads

· Increasing expenditure due to external factors such as oil prices and inflation rates

Roading is Council’s core business. It is Council’s largest asset group having a replacement value of

$436 million. There is approximately 1,554 kilometres of road maintained by Council across the district,

430 kilometres sealed and 1,124 kilometres unsealed. The district has a high percentage of unsealed

roads approximately 75%.

Council’s local road network is complemented by approximately 173 kilometres of State Highway

specifically Highways 1, 12 and 14. Council would like to explore with the Agency an arrangement to

maintain State Highways 12 and 14. These pieces of the State Highway have a similar look and feel to

Council’s local arterial roads and would be managed to meet the needs of our local communities.

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74 Kaipara District Council 2009 - 2019 Draft Long Term Council Community Plan

Roading is funded by the Agency and district rates. Currently the Agency provides 60 percent subsidy

for pavement and bridge maintenance, drainage, slip repairs, reseals and traffic facilities; and provides

70 percent subsidy for new works such as seal extensions, bridge replacements and minor safety.

Subsidy is conditional on meeting the Agency funding criteria which align to the New Zealand Transport

Strategy and Government Policy Statement. Unfortunately, the current funding cycle does not align with

Council’s Long Term Council Community Plan process which results in the programme of works

documented here being provisional on future Agency’s approval.

The roading activity includes providing footpaths, berm maintenance and road safety.

Council has a safety management system in place that provides a systematic approach to addressing safety on

Kaipara’s roading network. Council is also an active member of the Northland Road Safety Forum

working towards developing road safety programmes that address reducing the number of crashes,

deaths and injuries on Kaipara’s roads.

Council’s Roading Asset Management Plan (AMP) determines road standards, levels of service and

funding levels to maintain a sustainable and affordable road network. To ensure works are carried out

to required standards Council has developed the 2009 Engineering Code of Practice. Engineers

regularly monitor and report on the quality of roading work across the district.

Council has a Walking and Cycling Strategy that aims to ensure the district is a safe, pleasant and

comfortable place for walking and cycling. The strategy provides direction for the evaluation of the

district’s future walking and cycling projects. There may be some opportunity here to consider using

unformed roads for walking and cycling initiatives.

Council currently has a Roading Development Contribution Policy in place for Mangawhai and

Otamatea which caters for growth in those areas.

A targeted rating policy introduced in 2006/07on forestry land provides a mechanism to fund road works

on forestry routes. This mechanism will be activated in 2009/10 to fund an identified programme of

works as a result of Council receiving no Regional Development Funding in 2008/09.

The Community Transport Fund (known as T Funds) is a newly established fund for communities in

high socio-economic deprivation areas. Council will be submitting proposals to this fund which attracts

an 85% subsidy. A programme of works for submission to the fund is included in this plan.

Council is an active member of the Regional Transport Committee providing Councillor representation

with voting rights on this committee and designated staff appointed to the technical group advising the

committee. This committee was established by statute and has a regional transportation focus tasked

with prioritising the region’s transport programmes.

Kaipara District Council 2009 - 2019 Draft Long Term Council Community Plan 75

Roading contributes to the following

Community Outcomes:

How this activity or service contributes:

Sustainable economy Provides for the safe and efficient transport of people, goods and materials.

This is achieved by maintaining pavement surfaces, replacing one-lane and weight restricted bridges and removing road hazards.

Provides a corridor for utility services.

Strong communities Appropriate transportation links between and within communities and access to properties.

This is achieved by maintaining all weather surfaces, providing adequate directional signage and by repairing road

instabilities.

Safety and good quality of life Safe road network that is well delineated and minimises road hazards.

This is achieved by providing skid resistant surfaces, improving warning signage and markings, and by removing roadside hazards.

Providing all weather surfaces for emergency services and adequate access to hospitals.

Special character and healthy environment Provides access and directional signage to key areas of natural, cultural and historic significance.

Minimising vehicle emissions by providing efficient transport routes.

· Walking and Cycling 35,000 80 175,000

Regionally and nationally Council advocates strongly on behalf of its communities on a range of

issues including road reforms, network improvements, and walking and cycling initiatives.

Council also ensures formal submissions are made to key stakeholders such as NZ Transport Agency,

Ministry of Transport and the Northland Regional Council.

· Seal Extension Programme

The Seal Extension Programme has significant community support and is progressed where local

and NZ Transport Agency funding is available. This programme continues to be critical in areas

such as Kaipara that have a high percentage of unsealed roads. The project for 2009/10 with

approved NZ Transport Agency funding is Bickerstaffe Road. Council will also consider promoting

projects where residents or developers provide the local funding share and the project meets

NZ Transport Agency funding criteria.

· Reseals Programme

Council has a three year Reseals Contract which commenced in 2008/09. The programme of

works allows for 30 kilometres of resealing across the district per annum.

· Bridge Replacement Programme

Council has a programme of bridge replacements to ensure bridges are replaced as dictated by

condition and age. The following bridges are scheduled for replacement in 2009/10:

· Tara Road

· Central Road

· Pukehuia Road

· Slip Programme

The Slip Programme has been approved by NZ Transport Agency with a 91% subsidy rate. There

are over 60 slip repairs required. This work will be spread over two years.

· Walking and Cycling Programme

The proposed Walking and Cycling Programme includes the review of the current strategy and the

following projects:

· Dargaville - school cycleway provision

· Maungaturoto - school cycleway provision

· Mangawhai - cycleway, Village and Heads route and improvements, Molesworth Drive

· Mangawhai Footpaths - bridge to Thelma Road, Thelma Road to Seabreeze Road,

Seabreeze Road to Information Centre, Wood Street

· Maungaturoto Footpaths - Hurndall Street East and West, Gorge Road

· Te Kopuru Footpaths - Pouto Road

Kaipara District Council 2009 - 2019 Draft Long Term Council Community Plan 79

· Strategic Planning

Robust local data is necessary for local decision making, investment and reporting requirements.

Council will review and undertake a number of studies over the next three years including:

· Review of Asset Managements Plans, Walking and Cycling Strategy, Procurement Strategy

and Pavement Management Strategy

· Mangawhai Transport Network Strategy

· Kaiwaka Transport Network Strategy

· Barging Study

· Aggregate Study

· Crash Reduction Study

· Development Contributions

A strategic roading review is planned for Mangawhai in 2009/10. Once this is completed a review

of the current development contributions for Mangawhai will be required.

The Otamatea Development Contribution Policy will be reviewed in 2009/10. The review will

include investigating sustainability and the triggers for development contribution collection.

Council has considered district-wide development contributions and believes at this time they are

not needed. However, a better written financial contribution policy with a lower threshold will be

considered as part of the District Plan process.

· Regional Development Fund (RDF)

This fund was established by the Government for areas impacted by forest harvesting. Council’s

current Regional Development Fund prioritised programme of works exceeds $8 million. This work

was previously from this fund. Unfortunately a recent decision by the Regional Development Fund

Technical Committee has seen this programme reprioritised with Kaipara receiving no allocation in

2008/09, $750,000 in 2009/10 and $4.3million in year 2011/12 if any funds are remaining. The

impact of this requires the target rate on forestry land to be activated in 2009/10 to protect

ratepayers from additional costs caused by harvesting traffic. The Regional Development Fund

approved project for 2009/10 is:

· Tinopai Road

· Regionally Funded Projects (R Fund)

Council has committed and fully expended its R Fund allocation. The final improvement works on

Paparoa-Oakleigh Road should be completed in 2008/09 but may span into 2009/10.

· Community Transport Fund (T Fund)

This newly established fund is available to undertake roading, walking and cycling projects in

communities that have high levels of deprivation. The proposed programme of works for deprived

communities includes public facility sealing, dust coat seals, safety improvements, cycling and

pedestrian improvements.

80 Kaipara District Council 2009 - 2019 Draft Long Term Council Community Plan

Continuing the 2009/10 programmes of ongoing maintenance, renewals and upgrades for all in

accordance with the 2008 Asset Management Plan. This also includes:

Seal Extension Programme

The proposed seal extension programme for future years is subject to continued NZ Transport Agency

funding and community support. The following roads have been prioritised for seal extension when and

if funding is available.

· Tara Road

· Parekura Road

· Bickerstaffe Road

· Gibbons Road

· Hoanga Road

· Karaka Road

· Browns Road

· Oruawharo Road

· Black Swamp Road

· Golden Stairs Road

· Trounson Park Road

· Mountain Road

· Mt Wesley Road

Regional Development Fund (RDF)

The Regional Development Fund approved projects for 2010/11 are:

· Tinopai Road

· Mosquito Gully Bridge, Pouto

· Pouto Road South

Development Contributions

Development contributions are being collected for Otamatea and Mangawhai. These need to be

reviewed in terms of sustainability and timing.

The proposed programme of works for 2009/12 includes:

· Cove Road

· Gorge Road

· Kaiwaka Mangawhai Road

· Paparoa-Oakleigh Road

· Tomorata Road

Kaipara District Council 2009 - 2019 Draft Long Term Council Community Plan 81

This work can only proceed once sufficient funding has been collected. A review of contributions will be

undertaken to determine sustainability and timing.

Construction and maintenance of roads can have negative effects through increased dust, noise,

vibration and uncontrolled stormwater runoff. Poor maintenance can also have adverse effects on road

safety. Council’s Roading Asset Management Plan describes its roading assets and details the

practices used to manage those assets which helps to reduce possible negative effects and risks.

Why is Roading funded this way?

Council considers that the District roading network confers a benefit to each and every ratepayer, which

is the rationale for the use of the General Rate mechanism. The land-value basis of applying that rate

to roading is considered by Council to be the most equitable method.

Council borrows to fund bridge replacements, because for inter-generational equity reasons. Bridges

have an economic life of between 50 to 100 years. Council does not borrow to fund roads, for reasons

of prudent financial management.

Development contributions are only applied to fund growth.

Kaipara District Council 2009 - 2019 Draft Long Term Council Community Plan 83

Mangawhai Endowment Fund Committee

This Committee is responsible for considering applications for funding from the Mangawhai Endowment Fund. Projects for funding must benefit or tend to benefit the Mangawhai area as well as meeting a number of other criteria.

Members:

Cr Tom Smith, Cr Julia Sutherland and Cr Graham Taylor

Meetings:

As required.

Council also has responsibility for administering the local funding allocation committee for Creative New Zealand grants and administering grants from Sport and Recreation New Zealand (SPARC).

Mangawhai Structure Plan: The Mangawhai Structure Plan was adopted by Council at its meeting on 26 January 2005. The Plan provides a means for the Kaipara District Council and Mangawhai communities to manage the effects of growth.

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http://www.kaipara.govt.nz/pdf/cminutes300108.pdf

4.1 Walking and Cycling Strategy April 2005: Adoption

Governance Manager 4102.34

A copy of the Walking and Cycling Strategy April 2005 was circulated. The strategy had been prepared to give a framework for the promotion of walking and cycling, and the provision of facilities in the Kaipara District, particularly in light of the number of national and regional policies that had been initiated which affect walking and cycling. These included the New Zealand Land Transport Strategy and the Northland Regional Council Regional Land Transport Strategy for Northland 2003-2008.

Walking and cycling have benefits, both to the individual and the wider community. However the use of these methods of travel had been declining, nationally and locally. The challenge was to reverse these trends. A variety of organisations, schools and groups were consulted, and a drive-over of the District was undertaken to obtain an overview of the existing infrastructure, and to obtain feedback on walking and cycling in Kaipara. Based on the investigations, a Vision and Objectives for walking and cycling for the Kaipara District have been proposed.

The vision was: The Kaipara District is a safe, pleasant and comfortable place for walking and cycling, where people of all ages choose to walk or cycle for transportation, tourism and recreation.

The Objectives were:

1 To develop a safe, convenient and attractive transport infrastructure which encouraged and facilitates walking and cycling

2 To maximise the role of walking and cycling for transport and recreation

3 To ensure that Kaipara strategies, policies, plans and practices support walking and cycling, and were not inconsistent with other local, regional and national initiatives.

Specific policies and methods of implementation were included to provide a guideline for determining whether specific projects align with the Strategy, and therefore should be considered for implementation.

This document had been reviewed by Council staff and is supported by the Roading Portfolio holder, Councillor Alspach. It would be reviewed as part of the 2009/19 Kaipara’s Future - Working Together Plan (LTCCP) process next year. The Strategy was in a similar format to that submitted by other councils and will assist Council to maximise its income from the Government for footpaths and cycle-ways.

It was noted that both the Far North District Council and the Whangarei District Council were preparing walking/cycling strategies and that the Northland Regional Council was developing 1601.12

cminutes January 30 2008 public (2).doc

5

regional support for these district strategies. Council acknowledged that all appeared to be “on the same page” and felt all should be working towards common goals.

Resolved Alspach/Smith

That Council adopts the Walking and Cycling Strategy dated April 2005.

Reason for the decision

The Strategy will assist Council to maximise its income from the Government for footpaths and cycle-ways.

Alan Preston

4 Insley Street , Mangawhai, Northland, New Zealand( since June 01, 2009 )

mobile: 021 02377242

urbanbicycles@gmail.com

http://urbanbicycles.googlepages.com

http://krgroup.webs.com/mangawhaigroup.htm

http://www.winedabout.co.nz/

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Alan Preston

4 Insley Street , Mangawhai, Northland, New Zealand

tel (09) 4315389

mobile: 021 02377242

urbanbicycles@gmail.com

http://urbanbicycles.googlepages.com

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The Reasons for making the Submission are:

Resiliance planning must be pro-active, not reactive.

The Northland Regional Council must identify likely vulnerabilities and plan with these in mind.

The caveat that precedes each 'future proofing' section " Whilst we may not want to do it now, we should make sure we can easily do it in the future should the situation change " is rather worrying. The situation is already changing and this plan is supposed to be addressing that issue.

The most predictable vulnerability over the next 30 years is the inevitability that New Zealand is likely to be more acutely effected by the rising costs of imported fossil fuels.

New Zealand is an island nation and at a basic level it must be able to function independently in the event that access to resources that are usually imported is limited or even completely interrupted.

Northland Regional Council’s Draft 30 Year Transport has been made assuming that access to imported fossil fuel at today's prices is guaranteed and that transport by fossil-fueled vehicles will continue to be affordable and sustainable and makes no provision nor contingency plan for the event that our access to imported oil is restricted or limited and so expensive that it is unaffordable for an increasingly large section of our society.

The Decision sought from the Regional Transport Committee is:

In order that all planning and future projects be carried out taking into consideration the inevitability that the cost of fossil fuels will continue to increase, it is essential that the Northland Regional Council take into consideration the meaning of the word 'sustainable' and re-write the plan to include 'and resilient against contingencies related to Peak Oil and Climate Change' .

Regardless of any negative contingencies arising, a transport system that is free from dependence on expensive and polluting imported fossil fuels will help to make our economy more streamlined and competitive and will make the region more attractive, safe and enjoyable to both tourists and for those of us who live in the region.

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5.6 Public Transport

" There is currently no provision for passenger rail services other than a small non-scheduled tourist service between Kawakawa and Port of Opua.

It is noted that the NRC has an existing Regional Passenger Transport Plan."

5.3 Rail

It is of great concern that this section about Rail makes no mention whatsoever on the development of Northland’s rail networks for use

by passenger carrying trains.

The absence of a Passenger rail network through Northland to Auckland is a major impediment against the development of the region’s tourist industry and makes the region impossible to live in for large numbers of people for whom commuting by train to work within or outside the region may otherwise be an acceptable, affordable, practicable and preferable mode of transport.

In the event that New Zealand is negatively affected by the vicissitudes of international politics and does lose access to affordable oil, our economy and society will descend into chaos because of the lack of a comprehensive alternative transport network that should include ( but of course not be limited to) electrified trains , light rail, and a fleet of bicycles appropriate to urban utility use to serve our communities for short trips.

The Decision sought from the Regional Transport Committee is:

Commission a study to quantify the full economic, environmental and social/health costs of purchasing, maintaining, and running our fleet of motor vehicles to show the actual $ cost per kilometre travelled, to demonstrate the rationale for directing funding towards the establishment an efficient passenger rail service.

http://www.gpiatlantic.org/pdf/transportation/hrmtransportation.pdf

5.3.2 Future Proofing Rail

Whilst we may not want to do it now, we should make sure we can easily do it in the future should the situation change:

• Develop walking and cycling opportunities adjacent to the rail corridor

Yes, good but why is this mentioned when there is no mention of developing the passenger carrying capacity of Northland’s railways?

Is it the Council's view that cycling is predominantly a recreational pursuit ?

• Capability to convert to electricity or diesel/electric

This should be given immediate priority.

Electicity to power NorthRail could be sourced from Crest Energy's tidal power generation project in the Kaipara Harbour.

• New rail designations should provide for multiple tracks

All rail designations should be upgraded to provide at least double tracking.

• Rail corridors could provide a conduit for services e.g. electricity/broadband

Agree

• Some existing road corridors/designations could also serve as rail routes in the future (or vice versa), particularly light rail – the ability for this to occur should not be compromised e.g. width/terms of designation

Strongly agree: The preservation of the existing rail corridor is a prerequisite to further development of the rail network.

Bus

There are currently no bus services coming through the Langs Beach and Mangawhai route although there is potential to develop a significant market for a service for (at least) weekenders coming from Auckland or Whangarei and as a stop-over point for foreign tourists/travellers on their way north to established destinations

The old wharf at Mangawhai Village has potential for re-development as a port of call for small coastal services.

The Decision sought from the Regional Transport Committee is:

Include a section to quantify a levy e.g. on imported fossil fuel to be used for funding the establishment of a sustainable transport system.

-The funding needed to establish a sustainable and resilient transport system should be derived from levies/taxes on forms of transport which are not going to be sustainable in the long term.

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5.7.3 Strategic Direction for Walking and Cycling

13. Pedestrians AND BICYCLISTS have diverse characteristics that must be recognised. ( Add: "AND BICYCLISTS" )

Most cycle advocacy in New Zealand -and most other industrialised Anglophone countries is done by those advocating for on-road 'vehicular' cycling -

which will only ever appeal to a narrow demographic.

See: 'Making Cycling Irrestistable'

http://policy.rutgers.edu/faculty/pucher/Irresistible.pdf

For cycling for transport to be made practicable, safe, convenient and appropriate for as a broad a demographic as that which currently drives motor vehicles, it must be disassociated from 'cycling for sport' because the slow utility style which is practiced by the vast majority where-ever cycling is prevalent, requires different facilities and a completely different approach from the vehicular cycling which is currently being pushed by the authorites and many in the cycling advocacy movement in New Zealand.

If we're ever going to get more people on bikes in New Zealand, we have to make it easy for the vulnerable, the timid, the lazy and the slow ( i.e. just plain old ordinary folks ) instead of restricting cycling to the small numbers who are athletic, brave, assertive, compliant 'officer-class' cyclists who are willing to accept the risks that complying with the law places on cyclists.

Legalising 'slow' cycling on our extensive and under-utilised network of footpaths will enable and encourage the elderly, ladies, children, the overweight, the unfit, the risk-averse, the unathletic ( i.e. whoever wants to do it) ( the vast demographic who under current laws, refuse to consider cycling).

Legally sanctioning 'slow' cycling on pavements is a prerequisite to changing societal attitudes towards cyclists and cycling in general and will encourage more accommodating behaviour when interacting with cyclists.

The Decision sought from the Regional Transport Committee is:

To facilitate those who choose a slower,more gentle style of riding, the obsolete law that prohibits cyclists from using what are currently designated as 'footpaths' must be reviewed and rescinded to give ALL cyclists the right and the choice to ride off-road where and when THEY deem it is in their best interest to do so.

A precedent exists for those who want to ride on what are currently designated in New Zealand as ‘footpaths’ with Queensland allowing cyclists to enjoy the right to choose to use them with the following guide lines: Riding on a footpath or shared path (s250) See the Queensland Ministry of Transports' web-site.

( below: In Japan the 86 million people who use bicycles choose to ride their 'shopping bicycles' on the pavements and are not required to wear helmets )

• Lack of national and local funding

• Safety concerns, particularly for the young

Transport planners and cycle advocates working to provide for the planned increase in the numbers of cyclists in New Zealand's cities (to 17% by 2040 )seem to have defined a model of 'ideal cyclists' as being those who are willing to comply with the existing law that defines bicycles as 'vehicles' (which thereby compels users of bicycles to share the road with motor-vehicles).

This precept underlies the inappropriacy of the current approach to planning if the goal is to facilitate and encourage an increase in the uptake of cycling for transport by a wide range of demographic groups. ( i.e. the elderly, women in general, children, etc... as opposed to just athletic young(ish) 'road warriors' ) .

According to traffic engineers, a competent and confident cyclist SHOULD ride about one meter out from parked cars to avoid car doors opening, while also trusting that drivers of cars will not hit them from behind.

The problem is that in the real world , the number of people who are trusting enough to comply with this assertion is only ever going to be a very small minority ( witness the narrow demographic and small numbers currently cycling here and compare that with the situation in places where cyclists enjoy the right and the choice to be segregated from motor-vehicular traffic). e.g. Japan http://urbanbicycles.googlepages.com/japan

People in the 'vulnerable user groups' refuse to cycle in New Zealand because they are deprived of the right to micro-plan their routes to include using the existing network of segregated facilities ( i.e. they are subject to a fine of $200 for riding on footpaths) and are forced to adopt behaviours that conflict with their inherent sense of self-preservation and which demand more effort than they are comfortable to exert to keep up with the pace that is inherent in sharing the road with motor-vehicles.

5.7.3 Strategic Direction for Walking and Cycling

5. Integrate walking and cycling into every level of the planning and engineering process.

The Decision sought from the Regional Transport Committee is:

Ensure that all future roading and residential development projects incorporate bicycling facilities that are physically seperate from the

motor- vehicle roadway.

Survey the existing network of 'footpaths' and prioritise work that needs to be done to make them comfortable to be used for 'slow' cycling.

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Regional and Local government's role in promoting cycling.

To help cycling become established as an integral, rather than to remain as an incidental part of New Zealand's transport infrastructure, The Northland Regional Council and its Local Territorial Authorities need to take a leading role in modelling behaviour and in show-casing the technologies that are appropriate and which make cycling practicable to the broadest demographic.

http://urbanbicycles.googlepages.com/fleet

Regional and Local Territorial Authorities can help raise awareness and provide credibility of the styles of urban utility bicycles (including folding bicycles) and their associated technologies by directing funding from either their existing operational transport budgets or from discretionary Transport Strategy development budgets to procure (i.e. purchase or lease) fleets of specifically these styles of bicycles for use by their staff and visitors. (i.e. not mountain bikes or road racers ).

By acquiring small fleets of (running, maintenance and parking low cost) utility-style bicycles and folding bicycles and parking them at various locations around your area or keeping them in the boot of Council cars for use by Councillors, staff, visitors and guests, your Council will:

-be able to enjoy the exhilarating sense of freedom, comfort and mobility of getting around on a bicycle (while wearing work clothes and also being able to carry stuff)

and in the case of folding bicycles, be able to carry them in cars or on public transport vehicles.

-be making physical exercise an intrinsic part of your working day.

-be making considerable savings on the costs of unnecessary use of cars for short trips,

-be satisfying 'green' ratepayers, residents and voters that your Council is working to achieve ' Sustainability' and to reduce Greenhouse and particulate emissions,- while also reducing costs.

(very good for Public Relations!)

-be drawing attention to the existence of (otherwise rarely seen) utility-style bicycle technologies thereby helping to create awareness and interest and to stimulate consumer driven demand.

-by leading by example, be showing that utility style bicycles make utility cycling practicable, practical and enjoyable for a much wider range of people than for the narrow demographic range to whom it is currently limited.