The Honourable Chris Finlayson cuts the ribbon to officially open the Pauatahanui Golf Club – watched by Regional Director Raewyn Bleakley and Mana MP Kris Faafoi

The redevelopment and new design of the golf course is as a result of an agreement that was made between the NZ Transport Agency and the club before construction of Transmission Gully began.

The 27km four lane motorway from Mackays to Linden, known as Transmission Gully, required nearly three hectares of the golf course for its construction.   

To compensate for this, replacement land was purchased from a neighbouring section and redeveloped.

The Transport Agency worked closely with the club to ensure the best possible outcome with the new design of the course, which includes a new irrigation system, new bridges and sand based greens for a more modern feel.

Regional Director Raewyn Bleakley says the opening demonstrates what’s possible when everyone works together.

“What we see here is a solution that’s worked for everyone – the construction of a crucial part of the Wellington Northern Corridor and a great new asset for the club. ”

The redesigned course is quickly gaining a reputation as one of the best nine-hole layouts in the lower North Island.  The reconfiguration work took just under two years, with 10,000m³ of topsoil used, along with:

• 81,000m³ of earthworks shaping on greens, tee boxes, fairways and rough
• 2km of drainage and irrigation pipes installed, along with a water recirculation system, which allows for up to 30% of rainfall on the course to be recycled for irrigation
• A new boardwalk and six new bridges have been built
• 850m² of new car parking spaces.

Raewyn says the club deserves special recognition for its resilience during the project.

“It hasn’t been an easy time for them – trying to keep a playable course open while construction is going on all around them.  However, everyone involved in the project can be very proud of what they’ve achieved, and can now move on and enjoy their new course.”

When fully completed, the 110km Wellington Northern Corridor will provide a safer and more reliable highway connection from Wellington to Levin. 

Glen Prince, NZ Transport Agency project manager, says the first few months of the smart motorway will be a learning experience for all.

“Drivers could see the speed limit change more frequently than before and they’ll get used to slowing down before they see a queue. The smart system will be learning as real time data is fed into the traffic model, and operators at the Transport Operations Centre will understand how the system impacts the wider road network.

The smart system will be manually operated for a few months, and once the impact on the network is factored in it’ll be updated and fully automated by the end of the year,” says Glen.

Upgrading Wellington’s existing traffic model is at the heart of the smart system. The model has been combined with new technology that continuously collects traffic speed and volume data in real time. It compares this to what’s happened in the past to predict what’s likely to happen in the next few minutes. The traffic model translates its data into the optimum speed required to keep traffic moving at the most efficient pace and displays the speed in real-time to drivers via electronic speeds on the lane control signs.

Other smarts include improved incident management, via two new emergency stopping areas on the northbound side and enhanced operating procedures. These features are designed to get stopped vehicles off the road, or remove them as quickly as possible, to keep traffic flowing and to minimise disruption to other travellers.

In addition, a new road surface is being laid on the northbound lanes between the Aotea on-ramp and Ngauranga.

“We’re doing a thorough rebuild of the road which involves removing layers of old pavement, putting down the under-surface (or foundation layers) in sections and then, from early April, laying the final surfacing material on the top,” says Glen.

The new road surface product is called EMOGPA, or epoxy modified open grade porous asphalt. EMPOGA is a smart new product which improves the journey for road users and lasts much longer than other surfaces. It reduces road noise and water spray, and is expected to last up to 30 years – that’s four to five times longer than standard products.

“The rebuilt road and longer-lasting road surface will mean less disruption to road users for maintenance and resurfacing activities, and much better long term value,” says Glen.

The smart motorway will operate from Johnsonville and Petone to the Terrace Tunnel. Using variable speed limits which will be adjusted in real time in response to changing traffic conditions, the smart motorway will pace vehicles to ensure a smooth traffic flow. It will also free up nearby roads for better public transport trips and improved amenity for pedestrian and cyclists.

More information is available from our website and from our smart info centre in the Johnsonville Mall.

Recently three members of the A&U team travelled to the Marlborough and Nelson areas to provide advice and assistance to a variety of commercial transport operators.

The visits are based on an approach using the Operator Rating System (ORS), which aims to improve the safety of heavy vehicles on our roads and make journeys safer for all.

It is one of the tools that the Transport Agency and New Zealand Police use to identify potentially higher-risk operators for assistance and advice (and possibly further investigation) to improve their safety practices.

If an operator’s vehicles have any issues, the Transport Agency’s Vehicle Specialist utilises their specialist skills to assist in finding solutions to improve safety, performance or compliance. Often the investment in planned and proactive maintenance can actually save operating costs over time, and walk around inspections of the vehicle fleet can reduce poor ORS scores from poor performance at the roadside.

Some operators the team visited had made requests for Transport Agency visits to discuss ideas on how to improve their operating standards in terms of vehicle maintenance and driver compliance, while others had been targeted by the Transport Agency through their Operator Rating System (ORS) score.

The visits were to a range of operators from small trucking companies to large bus companies. They were well received, with operators appreciative of having the advice and tools to make changes or improvements to the way they operate, the way they monitor their servicing or the way they manage driver behaviour and offending.

Commercial Transport Officer John Taiaroa says “these visits are hugely valuable to both the operators and the Transport Agency. The ORS provides an environment where operators can openly seek advice on compliance and we can work together to ensure their vehicles and driving practices as safe as possible.”

The team also carried out several compliance assessments with Nelson-based goods service operators and taxi companies, which was an opportunity to discuss changes in the industry and answer questions.

The visits finished with a meeting in Blenheim involving goods service operators that work the viticulture industry. This was a combined meeting run by the Transport Agency, the Police CVIU and the Road Transport Association to make sure operators have all the information they need to help them be compliant and safe on the roads during this very busy time of grape harvest.

This new contract starts on 1 April 2016 and is part of a national initiative to improve efficiency of the maintenance of highways and, through collaboration with local councils, efficiencies on some local council roads.

Tasman Journeys, led by Clive Lane, comprises staff from Fulton Hogan, Opus, Donaldson Civil, Ching Construction, Nelson Civil Contracting and Delta. Tasman Journeys’ main base will be in Bolt Road in Nelson but - given the large geographic area the team will cover - they will also have bases in Murchison and Golden Bay.

The new contract is for five years (with an opportunity for a further 2 years) and signifies a new format of a single supplier – Tasman Journeys – on the network for maintenance and operation activities in the region. Tasman Journeys will also be able to utilise the resources and expertise of a range of other local sub-contractors. 

The Tasman Journeys team will be responsible for a large area, stretching across SH6 in the Nelson/Tasman region. The area covers from the Rai Saddle to O’Sullivans bridge through the Buller Gorge, and on SH60 from 3 Brothers Roundabout to Collingwood. It also includes Tasman District Council (TDC) local roads in the Golden Bay region, the Takaka Hill and also a section of SH63 and SH65 at the southernmost end of the Tasman region.

A team of around 30 staff will be responsible for the maintenance and performance of 386 kilometres of state highway and 402kms of Golden Bay local authority roading infrastructure.

Transport Agency Network Maintenance Manager Roger Ashworth will be the main contact point for the new NOC team.  He says that this new way of working across the top of the south offers numerous benefits and efficiencies. 

“What we’ve learnt from other NOC contracts, such as the Wellington NOC with Capital Journeys, is that under the NOC model everyone has more opportunity to contribute and look for ways to innovate and make efficiencies.

Certainly, moving to this format of managing the network allows for more collaboration between the supplier and the client, which I believe helps foster better working relationships and ultimately a better outcome for the customer,” says Roger.

Regional Performance Manager Mark Owen says the new NOC is a win-win for everyone.

“We are actively looking at ways that we can work smarter, including examining how to get better value from the maintenance, operations and renewals work we do on state highways. This latest NOC contract is an exciting move and one we know will benefit the region, especially the collaboration with Tasman District Council,” says Mark.

Transport Agency Wellington highway manager Neil Walker says the weekend’s lane closures on State Highway 2 marked a significant project milestone. 

“All of the smart motorway road-side equipment is now in place,” says Mr Walker. “We’re very grateful for drivers’ patience and co-operation to date. As we enter the last phase of the project, we’ll see a flurry of activity on the road as our contractors complete the finishing touches. We ask drivers to bear with us for just a bit longer while we get this done.” 

The 16 month process of upgrading the central median barrier will be completed in mid-April; resealing of the northbound lanes between the Aotea on-ramp and Ngauranga will continue until the end of May; and a month’s work to reseal the southbound lanes from Ngauranga to the Thorndon overbridge begins this week. Most of this work will be carried out overnight to reduce disruption to road users. 

The upgrade of the State Highway 2 Ngauranga off-ramp is progressing and is expected to be finished by the end of this month. The off-ramp will be closed for a few nights towards the end of April as it’s resealed. 

“The next couple of months will be busy on the urban motorway but the result will be an off-ramp with more capacity and a smooth new road surface on the urban motorway that will last decades,” says Mr Walker. 

“As always, we’re working hard to minimise the impact of our work and we apologise for any inconvenience. All capital and maintenance works are aimed at improving the safety and efficiency of our vital road network. So we’re especially looking forward to completing New Zealand’s first smart motorway right here in Wellington and bringing smoother, safer and more reliable journeys to peak hour traffic,” says Mr Walker. 

Severe weather or other unforeseen circumstances could delay our work so keep checking our website and follow us on Facebook (NZ Transport Agency-Wellington) and Twitter (@nztawgtn) for updates. 

Smart Motorway Facts

This project is putting the smarts into Wellington’s urban motorway. The smart motorway will operate from Johnsonville and Petone to the Terrace Tunnel. Using variable speed limits, which will be adjusted in real time in response to changing traffic conditions, the smart motorway will pace vehicles to smooth the traffic flow. This will result in safer journeys with more predictable travel times. It will also free up nearby roads for better public transport trips and for pedestrian and cyclists. The smart motorway will begin operating in mid-2016. 

More information is available from our website www.nzta.govt.nz/smartmotorway and from our smart info centre in the Johnsonville Mall. 

We have been out and about around our amazing country putting together a new photo library for cycling in New Zealand.

The result is a collection of photos that are vibrant, show kiwi landmarks and reflect everyday New Zealanders who cycle in a variety of settings. Taken across five different urban areas – Auckland, Wellington, Palmerston North, Nelson and Christchurch, the images reflect the diversity of people who cycle in our country, and show the changing landscape for cycling in New Zealand.

These images will help us start on the journey of changing perceptions of cycling in New Zealand, and make cycling a part of everyday life. They will be an important part of our communications and engagement activity for cycling.

We’ve obtained third party licensing for the photos, which means local councils and other partners can request to use these images, and we welcome their use.

You can view low-res, watermarked images in the library on Flickr.

Examples from categories used in the library:

And if you would like to use these images you can download our photo request form. Once you’ve completed the form, send it to cyclelife@nzta.govt.nz and we will be in touch.

Similarly, if you have any questions email cyclelife@nzta.govt.nz.

Please do not use the photos without seeking permission from the NZ Transport Agency.

View of Norwich Quay from Lyttelton Tunnel entrance

Last year, a working group made up of community representatives and partners to the Lyttelton Port Recovery Plan including Christchurch City Council, Environment Canterbury, the NZ Transport Agency and Lyttelton Port of Christchurch, was formed to investigate pedestrian safety options along this section of Norwich Quay, as an outcome of the Lyttelton Port Recovery Plan.

The Transport Agency investigated pedestrian improvements providing access linking the west end of Lyttelton and the Dampier Bay development with bus stops and the town centre. The aim was to improve pedestrian safety while maintaining road freight efficiency to and from the Port of Lyttelton. By working with community groups, running workshops and carrying out surveys, the Transport Agency explored three pedestrian crossing locations.

Option investigation

These locations were at sites near the Lyttelton Tunnel roundabout, between Dublin Street and Sutton Quay, and between Sutton Quay and Canterbury Street. The roundabout option was discounted because of traffic queuing concerns at the Lyttelton Tunnel entrance, along with issues with truck operations and buses moving in and out of the nearby bus stop.

The remaining two options involved shifting the bus stop and shelter. Surveys were carried out to identify where people currently cross this section of Norwich Quay, what their perceptions are about safety, location and type of pedestrian facility options. Most of those surveyed preferred the crossing closer to Dublin Street, but said that they would use a pedestrian crossing to the east of Sutton Quay, if the bus stop and shelter were moved to this location.

Further investigations of traffic along Norwich Quay identified complex truck and bus movements that could create safety issues between the roundabout and Sutton Quay. This ruled out a crossing between Dublin Street and Sutton Quay.

The preferred option

The preferred option is a signalised pedestrian crossing between Sutton Quay and Canterbury Street where the road is narrower and away from most complex traffic movements further west. This option that includes relocating the bus stop and shelter to this site, was favoured by pedestrians and bus users along Norwich Quay who were surveyed.

• Nearly 90% of those surveyed said they would use this crossing location to access public transport, work and education facilities.
• While many of those surveyed wanted a pedestrian crossing close to their particular walking routes, they agreed this location that included shifting the bus stop was a good choice.
• Those surveyed felt it was an ideal location because it provided a safer option particularly for seniors and young people.

The preferred option caters for existing users as well as future pedestrian demand from the redevelopment of nearby Dampier Bay. The improved pedestrian facility will also benefit students walking to the new Lyttelton Primary School on the east side of the town.

Ten car parks will be lost in order to create the space needed for the new crossing and relocated bus stop and shelter, and to ensure good visibility for both motorists and crossing users. Plenty of alternative parking is available nearby.

The ‘smart’ pedestrian crossing what does this mean?

The preferred option would see the installation of a ‘smart’ signalised pedestrian crossing between Sutton Quay and Canterbury Street.

These use radar sensor technology to identify pedestrians waiting and vehicles approaching. The signals then allocate green Cross Now/or Go time to ensure pedestrians are safe, while minimising disruption to truck movements on the highway. Minimising trucks stopping and starting also reduces emissions.

Next steps

Installing the new signals and relocating the bus stop requires several approvals.

Subject to these being granted, work could start in the third quarter of 2016 and see the signals operating by Christmas 2016. The Transport Agency acknowledges the support of the working group and partners who have teamed-up to find a solution that provides a safer traffic environment for everyone. This project contributes to the actions identified in the Lyttleton Port Recovery Plan.

Download the full project update.

Introduction

Benefits of investing in cycling in New Zealand communities provides information about the key benefits of investing in cycling, for councils, communities and individuals.

The benefits include:

• more liveable towns and cities
• improved conditions for travelling within towns and cities
• stronger local economies
• reduced costs for councils
• less impact on the environment, and
• healthier and more productive people.

We also know that that providing cycling infrastructure responds to what a significant percentage of people say they want.

More information about the benefits of investing in cycling will be added over time to build this as a shared information base.

In direct response to, and in support of the Urban Cycleways Programme and the New Zealand Cycling Safety Panel’s report recommendations, the Transport Agency is leading a process in collaboration with local government to develop best practice guidance for nationally consistent cycle networks and facilities.

Guidance and framework

The Cycling Safety Panel’s report highlighted that the ‘current design guidelines for cycling infrastructure are inadequate resulting in a range of infrastructure that lacks consistency and is often not fit for purpose’. One of the high priority actions suggested by the Panel was that the ‘Transport Agency develop consistent national guidelines and descriptions for cycling infrastructure’.

The Cycle Network Design Guidance will be an on-line ‘point and click’ framework that enables cycle network planners and designers to take a design approach that is appropriate for the outcomes sought and local context. The framework will build on, integrate and improve existing knowledge of planning and designing cycling networks and facilities. It will provide links to existing guidance considered best practice, show where guidance is in need of updating, and over time fill any gaps in guidance. It is not intended to replace any local guidance that has already been developed but rather complement and support it and will be launched early 2016.

Stage 1 Cycle Network Design Guidance project

The Cycle network design guidance: stage 1 report – best practice review is a review of national and international best practice, identification of the ‘gaps’ in the currently available national guidance and suggestions on how these gaps might be filled. The feedback we received from our stakeholder survey also helped in identifying the gaps. Gaps that would be relatively easy to address are identified in the report as ‘quick wins’.

This report completes stage 1 of the project.

Although the Transport Agency Board continues to make significant decisions related to the National Land Transport Programme (NLTP), most funding and procurement decisions have been delegated to Transport Agency staff. A summary of planning, funding and procurement delegations can be viewed in the Planning and Investment Knowledge Base .

In broad terms, the board has delegated decision making subject to certain monetary limits for new works, cost/scope adjustments, price level decreases, cash flow adjustments and emergency works.

The board has also approved delegation of funding approvals to approved organisations that meet certain criteria.

Delegated NLTP decisions

2016-17 decisions

• March 2016 NLTP decisions
• February 2016 NLTP decisions
• January 2016 NLTP decisions

2015-16 decisions

• November 2015 NLTP decisions
• October 2015 NLTP decisions
• September 2015 NLTP decisions
• August 2015 NLTP decisions
• July 2015 NLTP decisions

2014–15 decisions

• June 2015 NLTP decisions
• May 2015 NLTP decisions
• April 2015 NLTP decisions
• March 2015 NLTP decisions
• February 2015 NLTP decisions
• January 2015 NLTP decisions
• December 2014 NLTP decisions
• November 2014 NLTP decisions
• October 2014 NLTP decisions
• September 2014 NLTP decisions
• August 2014 NLTP decisions
• July 2014 NLTP decisions

2013–14 decisions

• June 2014 NLTP decisions
• May 2014 NLTP decisions
• April 2014 NLTP decisions
• March 2014 NLTP decisions
• February 2014 NLTP decisions
• January 2014 NLTP decisions
• December 2013 NLTP decisions
• November 2013 NLTP decisions
• October 2013 NLTP decisions
• September 2013 NLTP decisions
• August 2013 NLTP decisions
• July 2013 NLTP decisions

2012–13 decisions

• June 2013 NLTP decisions
• May 2013 NLTP decisions
• April 2013 NLTP decisions
• March 2013 NLTP decisions
• February 2013 NLTP decisions
• January 2013 NLTP decisions
• December 2012 NLTP decisions
• November 2012 NLTP decisions
• October 2012 NLTP decisions
• September 2012 NLTP decisions
• August 2012 NLTP decisions
• July 2012 NLTP decisions

2011–12 decisions

• June 2012 NLTP decisions
• May 2012 NLTP decisions
• April 2012 NLTP decisions
• March 2012 NLTP decisions
• February 2012 NLTP decisions
• January 2012 NLTP decisions
• December 2011 NLTP decisions
• November 2011 NLTP decisions
• October 2011 NLTP decisions
• September 2011 NLTP decisions
• August 2011 NLTP decisions

2010–11 decisions

• June 2011 NLTP decisions
• May 2011 NLTP decisions
• April 2011 NLTP decisions
• March 2011 NLTP decisions
• February 2011 NLTP decisions
• January 2011 NLTP decisions
• December 2010 NLTP decisions
• November 2010 NLTP decisions
• November 2010 Auckland Transport
• October 2010 NLTP decisions
• September 2010 NLTP decisions
• September 2010 Community Programme Activities
• August 2010 NLTP decisions
• August 2010 Total Mobility Operations

2009–10 decisions

• Reconciliation review 2009/10
• Supplementary review 2009/10
• June 2010 NLTP decisions
• May 2010 NLTP decisions
• April 2010 NLTP decisions
• March 2010 NLTP decisions
• February 2010 NLTP decisions
• Minor improvements review 2009/10
• January 2010 NLTP decisions
• December 2009 NLTP decisions
• November 2009 NLTP decisions
• October 2009 NLTP decisions
• September 2009 NLTP decisions
• August 2009 NLTP decisions

2008–09 decisions

• Reconciliation review 2008/09
• Supplementary review 2008/09
• July 2009 NLTP decisions
• July 2009 NLTP decisions – state highways only
• June 2009 NLTP decisions
• May 2009 NLTP decisions
• April 2009 NLTP decisions
• March 2009 NLTP decisions
• February 2009 NTLP decisions
• January 2009 NLTP decisions
• December 2008 NLTP decisions
• SH5 adjustments from 2007/08
• November 2008 NLTP decisions
• October 2008 NLTP decisions
• September 2008 NLTP decisions
• August 2008 NLTP decisions

More information

If you would like further details regarding a decision, please email the board secretariat: boardsecretariat@nzta.govt.nz .

Procurement manual tools

Supplier selection

• Attribute weight setting tool
• Price quality evaluation tool
• Price quality method practice note

Public transport

• Bus and ferry cost indexation tool
• Cost indices for public transport
• Latest cost index values for public transport

Infrastructure

• Cost indices for infrastructure
• Latest values for infrastructures cost indexes – ORIGINAL 1991 series
• Latest values for infrastructures cost indexes – NEW 2012 series
• Forecast cost adjustment factors for Revised reseal (2001) index
• Latest values for the NZTA bitumen cost adjustment series
• Bitumen volume based contract price adjustment for cost fluctuation

Last updated: 5 April21 March 2016

The detour via Bethlehem Rd, Carmichael and Te Paeroa Rd will be in place until 5.30am tomorrow.

Southbound traffic will remain on the highway.  The detour is suitable for all traffic, including HPMV.
For personalised information about driving conditions on their frequently used routes, motorists can check out and sign up to On The Move at  www.onthemove.govt.nz.

For real time information on highway conditions and incidents  or to report issues on the network visit www.nzta.govt.nz call 0800 4 HIGHWAYS (0800 44 44 49) or follow @nztawaibop on twitter.

View of Norwich Quay from Lyttelton Tunnel entrance

Last year, a working group made up of community representatives and partners to the Lyttelton Port Recovery Plan including Christchurch City Council, Environment Canterbury, the NZ Transport Agency and Lyttelton Port of Christchurch, was formed to investigate pedestrian safety options along this section of Norwich Quay, as an outcome of the Lyttelton Port Recovery Plan.

The Transport Agency investigated pedestrian improvements providing access linking the west end of Lyttelton and the Dampier Bay development with bus stops and the town centre. The aim was to improve pedestrian safety while maintaining road freight efficiency to and from the Port of Lyttelton. By working with community groups, running workshops and carrying out surveys, the Transport Agency explored three pedestrian crossing locations.

Option investigation

These locations were at sites near the Lyttelton Tunnel roundabout, between Dublin Street and Sutton Quay, and between Sutton Quay and Canterbury Street. The roundabout option was discounted because of traffic queuing concerns at the Lyttelton Tunnel entrance, along with issues with truck operations and buses moving in and out of the nearby bus stop.

The remaining two options involved shifting the bus stop and shelter. Surveys were carried out to identify where people currently cross this section of Norwich Quay, what their perceptions are about safety, location and type of pedestrian facility options. Most of those surveyed preferred the crossing closer to Dublin Street, but said that they would use a pedestrian crossing to the east of Sutton Quay, if the bus stop and shelter were moved to this location.

Further investigations of traffic along Norwich Quay identified complex truck and bus movements that could create safety issues between the roundabout and Sutton Quay. This ruled out a crossing between Dublin Street and Sutton Quay.

The preferred option

The preferred option is a signalised pedestrian crossing between Sutton Quay and Canterbury Street where the road is narrower and away from most complex traffic movements further west. This option that includes relocating the bus stop and shelter to this site, was favoured by pedestrians and bus users along Norwich Quay who were surveyed.

• Nearly 90% of those surveyed said they would use this crossing location to access public transport, work and education facilities.
• While many of those surveyed wanted a pedestrian crossing close to their particular walking routes, they agreed this location that included shifting the bus stop was a good choice.
• Those surveyed felt it was an ideal location because it provided a safer option particularly for seniors and young people.

The preferred option caters for existing users as well as future pedestrian demand from the redevelopment of nearby Dampier Bay. The improved pedestrian facility will also benefit students walking to the new Lyttelton Primary School on the east side of the town.

Ten car parks will be lost in order to create the space needed for the new crossing and relocated bus stop and shelter, and to ensure good visibility for both motorists and crossing users. Plenty of alternative parking is available nearby.

The ‘smart’ pedestrian crossing what does this mean?

The preferred option would see the installation of a ‘smart’ signalised pedestrian crossing between Sutton Quay and Canterbury Street.

These use radar sensor technology to identify pedestrians waiting and vehicles approaching. The signals then allocate green Cross Now/or Go time to ensure pedestrians are safe, while minimising disruption to truck movements on the highway. Minimising trucks stopping and starting also reduces emissions.

Next steps

Installing the new signals and relocating the bus stop requires several approvals.

Subject to these being granted, work could start in the third quarter of 2016 and see the signals operating by Christmas 2016. The Transport Agency acknowledges the support of the working group and partners who have teamed-up to find a solution that provides a safer traffic environment for everyone. This project contributes to the actions identified in the Lyttleton Port Recovery Plan.

Download the full project update.

Introduction

Benefits of investing in cycling in New Zealand communities provides information about the key benefits of investing in cycling, for councils, communities and individuals.

The benefits include:

• more liveable towns and cities
• improved conditions for travelling within towns and cities
• stronger local economies
• reduced costs for councils
• less impact on the environment, and
• healthier and more productive people.

We also know that that providing cycling infrastructure responds to what a significant percentage of people say they want.

More information about the benefits of investing in cycling will be added over time to build this as a shared information base.

In direct response to, and in support of the Urban Cycleways Programme and the New Zealand Cycling Safety Panel’s report recommendations, the Transport Agency is leading a process in collaboration with local government to develop best practice guidance for nationally consistent cycle networks and facilities.

Guidance and framework

The Cycling Safety Panel’s report highlighted that the ‘current design guidelines for cycling infrastructure are inadequate resulting in a range of infrastructure that lacks consistency and is often not fit for purpose’. One of the high priority actions suggested by the Panel was that the ‘Transport Agency develop consistent national guidelines and descriptions for cycling infrastructure’.

The Cycle Network Design Guidance will be an on-line ‘point and click’ framework that enables cycle network planners and designers to take a design approach that is appropriate for the outcomes sought and local context. The framework will build on, integrate and improve existing knowledge of planning and designing cycling networks and facilities. It will provide links to existing guidance considered best practice, show where guidance is in need of updating, and over time fill any gaps in guidance. It is not intended to replace any local guidance that has already been developed but rather complement and support it and will be launched early 2016.

Stage 1 Cycle Network Design Guidance project

The Cycle network design guidance: stage 1 report – best practice review is a review of national and international best practice, identification of the ‘gaps’ in the currently available national guidance and suggestions on how these gaps might be filled. The feedback we received from our stakeholder survey also helped in identifying the gaps. Gaps that would be relatively easy to address are identified in the report as ‘quick wins’.

This report completes stage 1 of the project.