Kia ora to everyone at Sustainable Transport at the Ministry of Transport.
Alan Preston here in Christchurch.
I've put my submission together on this web-page to make it more easily accessible and so that I could add a few pictures and links to information to help contextualise and provide references to some of the points I'm making. The main part of my submission pertains to strategies for achieving an increase in the uptake of 'utility' cycling in New Zealand's urban areas.
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1
Sustainable Transport – Update of the New Zealand Transport Strategy Discussion paper
For further information, please contact sustainabletransport@transport.govt.nz.
SECTION ONE
Update of the New Zealand Transport Strategy.
Your name: ALAN WILLIAM PRESTON.
I am not submitting on behalf of an organisation
Postal address: 24a Torrens Road, Addington , Christchurch. 8024.
E-mail alinkyoto@yahoo.co.nz, urbanbicycles@gmail.com
Phone 03 3382730
Mobile 027 2128095
Contact me by E-mail or phone.
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SECTION TWO
DISCUSSION POINTS
Kia ora to everyone reading this.
Firstly I’d like to say that it would be useful for the Ministry of Transport to set up an interactive live forum ( wiki ) within a web-site to develop specific ideas, in preference to the traditional static submission format.
I have made some general comments about the direction of the Strategy but my main contribution pertains to promoting the uptake of ‘utility’ cycling in our urban centres.
OBJECTIVES AND TARGETS
In addition to the NZTS objectives and the targets, do you agree with the guiding concepts outlined in the discussion paper on page 21
It seems that the Transport Strategy has been written by extrapolating on current ‘business as usual’ trends out to 2040 and that no studies have been done to hypothesize various contingencies that could occur within such a long time frame.
The current approach to planning leaves New Zealand’s economy and society extremely vulnerable to the vicissitudes of international events beyond our control.
To have ‘Sustainability’ we must also be completely independent (though not isolated) and secure.
In order to set precedents which the rest of the world can follow, it is essential that democratic governments such as our own ensure that their constituencies are fully aware of the critical importance of our achieving (at least) the goals set out in this Sustainable Transport Strategy and that we are all fully aware of the existing and evolving state of the art practices and technologies that we can integrate into our own systems.
Among the general population there is a persistent cynical culture which still relies on the myth that ‘the science is inconclusive’ to excuse their refusal to take personal responsibility with regard to addressing the issues of Climate Change and of our economy and society’s vulnerability to the availability and price of imported fossil fuels.
There needs to be much more focus on educating the population on the need for attitudinal and behavioural change and on the ‘state of the art’ practices and technologies AS they are being developed around the world and on how we can play a part in making sure these are integrated into our own systems. Education is the key.
As a starting point, it is essential that we are exposed to information which quantifies the extent of ‘the problem’ so that we are fully aware of what our contribution is to the problem is, with continuous reference to the present record so that we can see where we are and where we’re going in relation to where we need to go.
E.g. Transport: Through the media (or through a national network, displayed at Petrol Stations)
, -as is done with the weather ,currency etc..
How much petroleum is New Zealand’s fleet using currently and how much is that costing per person per kilometre travelled? – Juxtaposed with how many miles the rail network/subways etc could be extended with the same amount of money. (To dispel the ‘we can’t afford the infrastructure argument’)
1. Assisting economic development
a. Are our high-level targets appropriate – are there other approaches we could take?
b. Are additional targets needed?
c. Are our targets achievable given the necessary investment and behaviour change needed to reach them?
Setting the date for achieving targets so far out (2040) exonerates the Government of the day from working towards achieving them.
It is essential that an independent Commission be set up to continuously monitor progress and to ensure that successive governments comply with the Strategy.
Specific goals need to be achieved within much shorter time frames.
d. How can we best achieve the substantial increases in mode share suggested for domestic sea freight and rail freight?
Use levies from Road Transport users, fossil fuel tax, carbon credits etc to finance the development of the electrified rail network.
2. Assisting safety and personal security
a. Is our high-level target appropriate – are there other approaches we could take?
With regard to cycling.
To achieve the goals set out in the Strategy it will be essential to provide ACTUAL and not just (as is presently being done) ‘asserted’ separation fromMotorised-vehicular traffic.
http://policy.rutgers.edu/faculty/pucher/Irresistible.pdf
b. Are additional targets needed, for example, around security or perceptions of safety?
c. Are our targets achievable given the necessary investment and behaviour change needed to reach them?
d. Should we, for example, develop initiatives to ensure turnover in our vehicle fleet is higher, to allow faster adoption of new safety technology?
3. Improving access and mobility
a. Are our high-level targets appropriate – are there other approaches we could take?
b. Are additional targets needed, for example, one around urban design?
c. Are our targets achievable given the necessary investment and behaviour change needed to reach them?
d. Are we satisfied with 2007 travel times as the baseline to aim for in the future?
e. How will our aim of reducing travel time on all modes (including road) affect our aim of increasing public transport?
f. Are our intermediate public transport targets appropriate and achievable?
g. Should we develop a target for public transport in rural areas?
Yes.
4. Protecting and promoting public health
a. Are our high-level targets appropriate – are there other approaches we could take?
b. Are additional targets needed?
c. Are our targets achievable given the necessary investment and behaviour change needed to reach them?
d.Is our intermediate walking and cycling target appropriate and achievable?
e. How can we best achieve the substantial increase in mode share suggested for walking and cycling?
This area is the focus of my submission.
I have lived for 10 years in urban environments (in Japan) in which cycling is prevalent and am the author of http://urbanbicycles.googlepages.com which I have set up and am maintaining as a resource for utility cyclists in New Zealand.
The current approach to encouraging the uptake of cycling in New Zealand needs re-examination in light of the science telling us of the need to prioritise reducing greenhouse gas emissions and with regard to our vulnerability to the availability of affordable fossil fuels.
I advocate that more focus be given to the models provided by some of the European and Japanese ‘cycletopias’. http://policy.rutgers.edu/faculty/pucher/Irresistible.pdf
I believe that more success will be achieved if Cycle Advocates (Governmental and Non-Governmental) build active networks among groups from whom the greatest numbers taking up cycling could be expected to be derived (i.e. the elderly and middle aged women).
With regard to maximising the uptake of ‘utility’ cycling in our urban areas, there are 3 essential aspects that need to be addressed before ‘could be or would be cyclists’ can be counted as ‘practising cyclists’:
1. The bicycles themselves.
The general lack of awareness and the consequent virtual unavailability of the styles of bicycles and associated technologies that make urban utility cycling practicable, practical and preferable for the vast majority of cyclists wherever they have a major presence.
“Encourage the development and use of pollution-free and low-polluting technologies, including leadership by example by public bodies” ( Regional Land Transport Strategy )
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The bicycles themselves and Regional and Local Government’s role in promoting technologies appropriate to utility cycling:
According to the Bicycle Industry Association of New Zealand, (http://www.bianz.org.nz/default.asp?PageID=9326)the number of bicycles imported into New Zealand is continuing its increase with 234,581 having been brought in during the 2006 period, - almost all being of styles designed for ‘recreational’ uses such as mountain biking and road racing.
BIANZ statistics also show that between 1997 and 2007,1,821,975 bicycles were imported into New Zealand, but despite this, Land Transport studies tell us that only 2% of us use bicycles to get around our cities.
It must be concluded that one of the factors contributing to New Zealanders’ not taking up utility cycling is simply the virtual unavailability (and lack of awareness) of the styles of bicycles and technologies appropriate to urban utility cycling.
The prevalent existing urban utility cycling culture in New Zealand is made up of a fairly narrow demographic, mainly young(ish) men riding either mountain bikes and road racers with a smaller though broader demographic using remnant relic bicycles from the 1970s (or even earlier).
( utility bikes in Addington, Christchurch 2008 )
There are very few children, teenagers, ‘unathletic’ people, middle-aged women or elderly people riding bikes in New Zealand.
While there has been much focus by Cycling Advocates and Territorial Authorities on the provision of facilities for cyclists, little attention has been paid to the promotion of the urban appropriate utility cycling technologies that would enable the uptake of cycling by a much broader demographic than that to which it is currently limited.
In cities like Copenhagen and Amsterdam where the numbers of utility cyclists are great enough to deserve real consideration by democratically elected Local Government officials it can, and must be observed that the availability of the styles bicycles and of a wide range of technologies specifically appropriate to urban utility cycling have helped to facilitate the uptake of cycling by a much broader demographic than that to which it is limited in New Zealand.
The styles of bicycles which are favoured by middle aged women and senior citizens in countries where utility cycling is well established, lend themselves to a slower stye of riding (sorry for generalising here) that would not be appropriate in Christchurch’s cycle lanes riding alongside fast moving motor-vehicles.
( bicycle parking in Japan )
The absence of a ‘shopping by bicycle’ culture in New Zealand is largely due to the unavailability of the styles of bicycles which can easily be fitted with baskets for carrying shopping,-and also to the prohibition of riding on pavements.
( A typical shopping street in Japan )
The absence of such a ‘ shopping by bicycle’ culture translates into opposition by retailers to attempts to remove curb-side parking to make way for cycle lanes for ‘vehicular’ cyclists who they don’t regard as potential customers (e.g. Papanui, Christchurch November 2007)
(I spent 10 years in Japan where you hardly ever mountain bikes and road racers and where shopping centres are crowded with bicycles with everyone carrying their shopping in baskets fitted to the bikes.)
If the types of bicycles that they ride in Denmark etc were available here (fitted with baskets etc) it is possible that we would see a much more general uptake of cycling, especially among the types of people (i.e . middle aged women, the elderly etc) whom the likes of the Papanui Shopkeepers in Christchurch would be much more likely to see the economic sense in making provision for.
“It is important to recognise that different types of cycling environments will suit different people and also that different types of cyclist have different infrastructure needs.” (RLTS)
As long as bicycle importers and bicycle retailers can see that less-than-ideal conditions and overly restrictive legislation controlling the movement of utility cyclists are preventing the general population from taking up utility cycling, they will continue to avoid taking the risk of providing the technologies specifically appropriate to the needs of what should otherwise be a very lucrative share of the market.
(55% of Bridgestone(Japan’s biggest bicycle manufacturer)’s market is ‘comfort’ bicycles )
And as long as cycle retailers continue to limit our choice to mountain bikes and road racers (which are neither designed nor appropriate for utility cycling), we are never going to get the broad demographic, who will take cycling from being a pesky sideshow at the mercy of hamstrung local government politicians, to being a group with REAL political credibility. i.e. If we can get middle aged women and the elderly to take up cycling, we can get their families to join them.
To do this, we need bikes like these: http://urbanbicycles.googlepages.com/links
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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, Central Government needs to take a leading role which can be followed by Regional Councils and Local Territorial Authorities.
Central Government Ministries and Regional and Local Territorial Authorities ( along with their respective District Health Boards and agencies such as Age Concern ) 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! )
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Reasons for Councils to invest in a fleet of utility-style bicycles
( Euro commuter by Reiker [NZ] )
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.
-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.
-be experiencing first hand, the risks, dangers and limitations that are dissuading so many New Zealanders from taking up utility cycling where it should otherwise be the mode of choice.
-become more intrinsically interested in providing for cyclists' needs.
-be taking a leading role in initiating a consumer-driven accumulation of a fleet of urban-appropriate utility-style bicycles which, as a component of a truly sustainable transport infrastructure, will help to ensure social and economic security in the event that our currently vulnerable, imported fossil-fuel dependent transport infrastructure becomes subject to unbearably high oil prices.
(strategic importance !
See Goal 8: “A land transport system that encourages innovation and is responsive to change”
(Regional Land Transport Strategy)
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The overly restrictive legal framework imposed on cyclists:
The Helmet law.
The prohibition on riding bicycles on footpaths.
Both of these issues evoke strong feelings and they are ‘political hot potatoes’ that neither cycle advocates nor Government seem to be willing to address.
They are however impediments standing in the way of what should otherwise be the ‘mode of choice’ for so many people in our cities.
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2.
The helmet law.
DISCRETIONARY WEARING OF HELMETS:
N.B. I am not advocating for the abolition of helmets.
I am advocating that the law that compels all cyclists to wear helmets at all times be rescinded to make it discretionary on the rider.
It can (and must) be observed that wherever utility cycling is widely practiced, the wearing of helmets is neither compulsory nor observed by the vast majority of cyclists.
E.g. Copenhagen, Amsterdam, Kyoto etc. etc.
Extrapolating from observable attitudes and behaviours to helmet wearing by cyclists in countries where cyclists are prevalent, it must be concluded that the compulsion for cyclists to wear them is dissuading many in New Zealand from taking up cycling.
It is absolutely essential for the Ministry of Transport to address this issue if they are serious about achieving the goal of increasing the numbers cycling in our urban areas.
Funding must be allocated for further research to be done on this issue to focus on the experience of the European and to highlight the benefits of getting people out of their cars.
A compromise could be to maintain the compulsion to wear helmets up to say 16 years to ensure the development of a culture that accepts them,-while not dissuading those adults who do not from taking up cycling
see also : http://www.cycle-helmets.com/zealand_helmets.html
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3.The law prohibiting cyclists from using pavements.
I recently wrote the following to a vehicular cycling advocates' group in Japan who are appalled that the law (which has actually always required cyclists to ride on roads) has been changed to allow cyclists to ride, as they (even the police) have always chosen to, -on the pavements, -even in areas which we would consider the pedestrian traffic to be high.
“The fact that so many people (86 million) choose to cycle in Japan has a lot to do with their not being forced onto the road with motorised traffic.
Young children, teenagers, women with kids, middle aged women, the elderly, the unfit and unsporty, - are all well represented in the utility cycling demographic in Japan.
-I know, - I cycled on pavements (and on roads) there every day for 10 years (in and around Nagoya, Yokkaichi, Gifu and Kyoto) as well as several long distance cycling trips thorough the country.
Where I'm living now, in Christchurch, New Zealand's (mythically) 'most cycle-friendly' city, less than 2% (and falling) of traffic is cyclists.
Cycling on sidewalks is illegal (and enforced) and the above-mentioned demographic groups are extremely poorly represented among cyclists.
They WON'T ride on the road with traffic,-even where there are cycle lanes.
The vast majority of cyclists in New Zealand are young men, assertive advocates of 'vehicular cyclism', riding mountain bikes and road racers as fast as they can, who for the main part seem to think that anyone on a bicycle should behave as they do.
The cycling advocacy movement is strongly influenced by their perspective, perceptions and assertions, -all backed up with statistics of course.-which plays into the hands of the auto-lobby because keeping middle-aged women, children and the elderly off the pavements keeps them from taking up cycling AT ALL,-which, by keeping the numbers down and the cycling demographic narrow, emasculates the cycle advocates' approach to 'encouraging' cycling by compelling everyone to ride on the roads or where possible, in cycle lanes, because local government councillors, who have the last word, are hamstrung by not having the political credibility that the numbers which a universally inclusive cycling demographic would give them,-to secure funding for the establishment of cycling infrastructure which has actual ( not just 'asserted') separation from motor vehicles.
Cycling advocates need to realise that we cyclists are not all the same and that we all have different styles of riding, preferences and needs.
If the Japanese Police were to force all cyclists onto the road, I have little doubt that you'd see a similar death of cycling to that which we have experienced here in New Zealand.
If I'm in a big hurry, I want to be have the right to ride on the road, but if I'm not, -as one who is choosing the preferable (emission free) 'way forward', I also want the right to choose to ride on pavements where I see it is preferable and safe.
Alan Preston in Christchurch, New Zealand ( Dec 2007 )
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To see a short video showing how easily cyclists and pedestrians share the pavements in Japan ( Kyoto) and some observations by others on this topic, go to : http://urbanbicycles.googlepages.com/japan
http://utilitycyclism.blogspot.com/
http://search.japantimes.co.jp/mail/fv20080224lb.html
“Where barriers exist that make on-road cycling unsafe or illegal, seek to overcome such barriers with safe and direct solutions”
( Regional Land Transport Strategy)
The network of segregated facilities for ‘slow-cycling’ already exists throughout our cities although their use as such is prohibited.
The law which prohibits the use of footpaths by cyclists may have been appropriate in the era in which it was passed when people used to walk to get around and when traffic was much lighter and slower- moving than it is in today's world.
This by-law is obsolete and needs to be reviewed and rescinded.
A campaign could be designed to encourage riding, driving and walking behaviours that minimise the chance of collisions.
The use of bicycle bells
and the installation of convex mirrors and other devices should be encouraged.
For further discussion on specifics of this debate go to : http://urbanbicycles.googlepages.com/pavements
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)
You must:
* keep left and give way to pedestrians on footpaths and shared-use paths.
Riding to the left of oncoming bicycle riders on a path (s251)
You must:
* always ride your bike to the left of other riders coming towards you on a bikepath, footpath, separated path or shared path.
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.
Obeying no bicycle signs and markings (s252)
You cannot:
* ride on a road or footpath where bicycle signs or road markings specifically ban bikes.
- Well that all seems a lot more reasonable and certainly removes the angst that those less assertive and risk averse of us who choose to remove ourselves from the combat zone feel.
For more on this issue, see:
http://urbanbicycles.googlepages.com/pavements
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F. Should we develop initiatives to ensure turnover of our vehicle fleet is higher, to allow improved exhaust emission technology, for example, to be adopted more quickly?
No. It is more important firstly to reduce the Single Vehicle occupancy rate while
Developing public transport and the practicability of active mode
5. Ensuring environmental sustainability
a. Are our intermediate or detailed targets appropriate – are there other approaches we could take?
b. Are additional targets needed, for example, one around engine size?
c. Are our targets achievable given the necessary investment and behaviour change needed to reach them?
d. How can the reduction in single occupancy vehicle travel best be achieved?
e. Should we develop initiatives to ensure turnover of our vehicle fleet is higher,
to allow faster adoption of electric vehicles, for example?
6. Making Progress towards all the NZTS objectives
a) What pathways allow New Zealand’s sustainability to be reached while also
making good progress against all the NZTS objectives?
b) Do you agree with the measures and targets suggested in this paper?
c) Are there other measures and targets you believe should be considered?
Minimising travel demand by maximising high speed broadband and educating to normalise its use in video conferencing etc….
d) If so, what are they, and how would they help achieve the objectives of the NZTS?
7. Transport choices
a) Is this an accurate summary of the transport choices facing New Zealand in the foreseeable future?
b) Do you agree that transport problems cannot always be solved with transport solutions?
If so what ideas do you have for new ways of working to solve transport issues?
Minimising travel demand by maximising high speed broadband and educating to normalise its use in video conferencing etc….
c) In particular, how do you see transport planning and land use working together?
RESPONSIVENESS , SUSTAINABILITY . INTEGRATION . SAFETY
SUBMISSIONS CLOSE on Friday 29 February 2008.
Send submissions to: Sustainable Transport Ministry of Transport PO BOX 3179 Wellington
or e-mail sustainabletransport@transport.govt.nz or visit www.transport.govt.nz
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Actively encourage cycling through travel behaviour change programmes, promotional and education activities.
Promote folding bikes in a ‘park and ride’ campaign.
Folding bicycles are an important technology in the inter-modal mix as they enable commuters coming into town from the outer suburbs by car to take advantage of free parking outside the city which helps to alleviate congestion and the loss of valuable space to parking.
Folding bikes can also be carried on public transport vehicles which makes travelling by bus a lot more attractive.
Folding bike from Reiker ( NZ )
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Promotion/education methods
Ideas for a billboard Utility Cycling Promotion.
To promote utility cycling a series of billboards could be (temporarily) erected at major entry points to congested urban areas.
Funding could be sought from Central Government, Local Territorial Authority or coordinated through cycle retail groups or levied from parking fees collected from motorists parking in the city. (see: London’s congestion levy)
1st billboard divided into 2 photographic images:
to be placed where people who are stuck in traffic will have time to look at it.
1st picture: looking down from behind along rows of cars stuck at traffic lights with a cyclist down at the front.
(Text) “Comfort?” “Speed?” 2nd picture of a cyclist: (Text) “Freedom!”
2nd billboard placed further along the same route before the next set of traffic lights.
Large map of the area along which the traffic is moving back which extends back into the areas from which it is likely to have originated and continues on to the various destinations to which it may be going. (i.e. from out in the suburbs into the city ) Coloured routes from A to B with distances and times that could give would-be cyclists some idea of the actualities of making the change to cycling.
3rd billboard billboard placed further along the same route before the next set of traffic lights.
Technologies: Presentation of generic standard (mountain and 'road' bikes) and 'alternative' technologies:
European style commuter bikes with internal hub gearing, internal hub dynamo lighting, baskets,
Folding bikes, Electric 'power assisted' bicycles. Benefits of cycling :health , freedom, convenience, traffic reduction, noise reduction, easy parking, Kyoto protocol.
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Cycling for Senior Citizens.
It's unfortunate that the general unavailability of appropriate cycling technologies in New Zealand is depriving our senior citizens of the means by which they could extend their range of mobility while also keeping themselves fit while enjoying the general feeling of well-being one gets from riding a bicycle.
Run cycling education programs for senior citizens in conjunction with groups such as Grey Power and Age Concern.
Provide safe cycling training and education for all ages.
Physical methods
Consider and adopt innovative designs in development of cycle facilities.
Carriage of bicycles on Public Transport Vehicles.
To ensure the practicability of cycling in the inter-modal mix, provision must be made for the carriage of bicycles on ALL Public Transport vehicles, - as of right.
Seek low cost technologies and solutions to enable all public transport vehicles to provide for the carriage of bicycles.
Parking for bicycles.
Investigate vertical bicycle parking hangers rather than traditional racks.
Promotion/education methods
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Support travel demand management initiatives undertaken by individuals, business, institutions and Government.
Support initiatives by entrepreneurs to set up bicycle related (eg Bicycle Hire) businesses.
Monitor, emulate and encourage initiatives being taken by Local Governments and businesses in places where utility cycling is well-established.
(e.g. Copenhagen http://cycleliciousness.blogspot.com/
Development of networks of attractive cycling routes in urban areas, particularly in, between and around town centres, local neighbourhoods, schools and transport interchanges to desired destinations, and to public passenger transport stops.
[Responsibilities: territorial authorities, Transit NZ.]
Include routes for tourists to explore the city to encourage Bicycle hire operations