BEFORE THE CHRISTCHURCH REPLACEMENT DISTRICT PLAN HEARINGS PANEL
IN THE MATTER of the Resource Management Act 1991 and the Canterbury Earthquake (Christchurch Replacement District Plan) Order 2014
AND the Christchurch Replacement District Plan
STATEMENT OF EVIDENCE OF ANGUS BARGH ON BEHALF OF THE CROWN PROPOSAL 7 (TRANSPORT) Integration of Proposal 7 with the Christchurch Central Recovery Plan 10 June 2015
Barristers and Solicitors Christchurch
Solicitor Acting: David Allen / Julia White Email: [email protected] / [email protected] Tel 64 4 499 4242 Fax 64 4 499 4141 PO Box 2694 Wellington 6140
TABLE OF CONTENTS
1. INTRODUCTION ...... 1 2. CODE OF CONDUCT ...... 2 3. SCOPE ...... 3 4. EXECUTIVE SUMMARY ...... 4 5. CONTEXT OF THE PROPOSAL 7 (TRANSPORT) AND THE CENTRAL CITY PROPOSAL ...... 5 6. THE EFFECT OF THE CANTERBURY EARTHQUAKES ON TRAVEL PATTERNS WITHIN THE CENTRAL CITY ...... 6 7. THE COLLABORATIVE PROCESS ADOPTED IN DEVELOPING AN ACCESSIBLE CITY ...... 8 8. THE PRINCIPLES BEHIND THE CCRP AND THE AAC ...... 9 9. AN ACCESSIBLE CITY RESPONSE TO THE BLUEPRINT ...... 10 10. THE AAC VISION FOR TRANSPORT WITHIN THE CENTRAL CITY ...... 11 11. IMPLICATIONS FOR THE TRANSPORT PROPOSAL OF THE REPLACEMENT PLAN ...... 12
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1. INTRODUCTION
1.1 My name is Angus Bargh. I am the Principal Transport Planner within the Christchurch Central Development Unit (" CCDU ") for the Canterbury Earthquake Recovery Authority (" CERA "). I commenced employment with CERA in August 2014.
1.2 I hold a Bachelor of Science in Physics from Durham University, UK and a Master of Science in Remote Sensing and Image Processing from Edinburgh University, UK. I am a Certified Professional Engineer and a member of the Institute of Professional Engineers NZ. I am also a member of the Institute of Professional Engineers NZ Transportation Group.
1.3 In my role at CERA, I am responsible for all aspects of transport planning within the CCDU which includes all Crown-led anchor projects. 1 I also provide transport planning expertise for the An Accessible City - He Taone Wātea ("AAC ") street transformation projects which support the AAC chapter of the Christchurch Central Recovery Plan - Te Mahere Maraka Ōtautahi ("CCRP "). The projects (valued at $72m) that make up the first phase of the AAC projects are currently in various stages of design and construction.
1.4 In this role, I have undertaken or overseen the use and development of transport models, which include the Christchurch Transport Model and the Christchurch Assignment and Simulation Traffic Model. As a result I have a robust understanding of the application of transport models to achieving strategic outcomes. The geographic extent of the models extends to Greater Christchurch. These models are critical inputs to landuse transport planning in Christchurch because they are used to predict, as accurately as possible, the future demands on the transport network. They therefore help inform the understanding of the relationship between the redevelopment of the central city and the corresponding effect on the transport network, both within the central city, and also across the wider Christchurch area.
1.5 Prior to joining CERA, I was employed for two and a half years as the transportation planning manager for the Stronger Christchurch Infrastructure Rebuild Team (" SCIRT "). Previous to my role in SCIRT, I was employed as a Principal Transport Planner at Traffic Design Group NZ
1 As explained in section 8 below, anchor projects are included in the Blueprint which in turn is included in the CCRP.
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where I had a national role managing a transport planning and modelling team.
1.6 I have had a wide range of experience in various aspects of traffic planning and analysis including:
(a) leading a number of studies in support of urban network optimisation, state highway optimisation in addition to economic assessment of new transport infrastructure;
(b) leading the economic assessment of the Western Belfast Bypass on behalf of the New Zealand Transport Agency ("Transport Agency ");
(c) leading the modelling team on the assessment of climbing lanes and interchange design for the State Highway Waterview connection with State Highway 16;
(d) acting as peer reviewer, on behalf of the Transport Agency, for the transport model of the Basin Reserve project, (items (b) to (d) form part of the Government’s Roads of National Significance Programme); and
(e) acting as a key member of the team which developed the Christchurch Transport Model (on behalf of the Greater Christchurch Urban Development Strategy partners)2 which informed the strategy for integrated land-use and transport planning within Greater Christchurch following the 2010/2011 earthquakes.
2. CODE OF CONDUCT
2.1 I confirm that I have read the code of conduct for expert witnesses as contained in the Environment Court’s Practice Note 2014. I have complied with the practice note when preparing my written statement of evidence, and will do so when I give oral evidence before the hearings panel.
2.2 The data, information, facts and assumptions I have considered in forming my opinions are set out in my evidence to follow. The reasons for the opinions expressed are also set out in the evidence to follow.
2 http://www.ccc.govt.nz/cityleisure/projectstoimprovechristchurch/transport/transportmodels/index.aspx
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2.3 Unless I state otherwise, this evidence is within my sphere of expertise and I have not omitted to consider material facts known to me that might alter or detract from the opinions that I express.
3. SCOPE
3.1 I have been asked by the Crown (through CERA) to provide evidence in relation to Proposal 7 (Transport) of the Christchurch Replacement District Plan (" Replacement Plan ") and its high level integration with the CCRP, in particular, the AAC chapter.
3.2 My evidence explains the objectives and purpose of the AAC (which is the replacement transport chapter of the CCRP) and the rationale behind the broad transport principles to support the Blueprint within the CCRP and central city recovery.
3.3 My evidence also provides my opinion with respect to the relationship between the recovery of the central city, the associated regional transport network and the Transport Proposal.
3.4 I acknowledge that the Central City Proposal will be notified as part of Stage 3 of the Replacement Plan process and therefore my evidence will be confined to a strategic overview of transport with respect to the central city.
3.5 In particular, my evidence will address:
(a) the effect of the Canterbury earthquakes on travel patterns within Greater Christchurch and the central city;
(b) the cross-agency collaboration between CERA, the Council, the Transport Agency, the Canterbury Regional Council ("Regional Council") with input from Te R ūnunga o Ng āi Tahu ("TRoNT ") in the development of the AAC chapter of the CCRP;
(c) the principles and objectives behind the Blueprint in the CCRP and the role of the transport network to support growth, vibrancy and transport choice;
(d) how the AAC has responded to the Blueprint; and
(e) the objectives of the AAC and its relevance to the transport provisions in the proposals for the Replacement Plan.
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3.6 I have read the evidence of all of the Crown witnesses namely Mr Richards, Mr Clark, Ms McLeod and Ms Barker.
3.7 I have also read all the evidence filed by the Council on 26 May 2015, insofar as these statements of evidence relate to the AAC and the recovery of Christchurch central city.
3.8 The documents I have referred to in preparing my evidence include:
(a) the Recovery Strategy for Greater Christchurch - Mahere Haumanutanga o Waitaha (" Recovery Strategy ");
(b) the Christchurch City Recovery Plan;
(c) the Land Use Recovery Plan - Te Mahere Whakahaumanu T āone;
(d) the Canterbury Regional Policy Statement - Chapter 6;
(e) the Stage 1 Proposals for the Replacement Plan;
(f) the Canterbury Earthquake (Christchurch Replacement District Plan) Order 2014, particularly Schedule 4 - Statement of Expectations;
(g) Canterbury Regional Land Transport Strategy 2012 - 2042;
(h) Greater Christchurch Transport Statement;
(i) the decision of the hearings panel on Strategic Directions and Strategic Outcomes (and Relevant Definitions) dated 26 February 2015; and
(j) Statistics NZ: Commuting Patterns in Greater Christchurch (2015).
4. EXECUTIVE SUMMARY
4.1 The AAC was prepared in collaboration between CERA, the Council, the Transport Agency and the Regional Council with input from TRoNT. This close collaboration and input has continued through the design and construction of the first projects within the AAC programme.
4.2 The objective of the AAC is the development of a central city travel network to support travel choice and enable significant increase in the proportion of people who use public transport, cycle or walk. Implementation of the AAC will lead to an increase in the overall capacity of the central city transport
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network while at the same time reducing the proportion of vehicle trips to and from the central city.
4.3 Since the Canterbury earthquakes travel patterns have changed, primarily as a result of more dispersed employment patterns.
4.4 As employment returns to the central city over the next two decades, there is an opportunity to deliver a travel network which catalyses the increased use of public transport, cycling and walking within the central city and across the wider city to meet the aspirations and vision of the CCRP.3
4.5 This increase in public transport use and cycling and walking will support the CCRP aspirations by allowing greater overall capacity on the central city travel network while meeting the objectives of a more accessible, greener and compact city.
4.6 The principles set out in the AAC will only be successful if they are supported by the Transport Proposal and the implementation of city wide strategies which support an efficient road user hierarchy, more efficient public transport network and a safer cycling network.
4.7 Therefore any consideration of transport matters within greater Christchurch needs to consider the extent to which they support and align with the vision of the AAC and in turn meet the vision and aspirations of the CCRP.
5. CONTEXT OF PROPOSAL 7 (TRANSPORT) AND THE CENTRAL CITY PROPOSAL
5.1 I understand that the Central City Proposal will be notified later in the Replacement Plan process, and Central City transport land use provisions, in the context of recovery and growth of the central city, will be addressed at that time.
5.2 This statement therefore addresses the strategic role of a recovering central city in leading and influencing transportation at a city-wide or even regional level. My evidence also explains how the transport network outside the central city influences the success of the vision and aspirations of the CCRP.
3 CCRP, March 2012. Aspirations, pp 23. Vision, pp 27
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6. THE EFFECT OF THE CANTERBURY EARTHQUAKES ON TRAVEL PATTERNS WITHIN THE CENTRAL CITY
6.1 Following the 2010/2011 earthquakes there was a loss of over 20,000 4 employees from the central city as they dispersed to other areas of Christchurch. Land use modelling by QTP & Traffic Design Group, based on a postal redirection register from NZ Post, showed that employment had generally moved westward in the city and residential relocation was towards the west, southwest and northwest (away from the central city and eastern suburbs). A copy of that modelling as presented to CERA is attached as Appendix AB1.
6.2 All parts of the city experienced increased traffic congestion with the western part of the city being the worst affected. The primary reason for the increase in traffic congestion to the west of the city was the change in travel patterns associated with relocated jobs and displaced households. This link between employment, household displacement and increased congestion in the west was also verified by traffic modelling undertaken on behalf of the UDS 5 partners after the earthquakes (see Appendix AB1).
6.3 Based on my own experience of the transport network while working for SCIRT, and my discussions with the Christchurch Traffic Operations Centre,6 I consider that many parts of the transport network within Christchurch are currently operating at maximum practical capacity during peak AM and PM periods (eg 7:30am-8:30am and 4.30pm-5.30pm).
6.4 The lack of a concentrated employment centre has also resulted in a decrease in the use of public transport, cycling and walking across the city. Between 2006 and 2013 there was a decrease in public transport use for people commuting to work in Christchurch City from 5.1% to 3.7% 7 of all people who commuted to work on census day (7,227 bus commuters in 2006 compared to 5,154 in 2013). Statistics NZ identified that the marked
4 UDS Transport Models – Derivation of Landuse Inputs Report (May 2012, QTP & SKM), Pp 38 Table 8-4 (estimated 2011 Pre-EQ 47,393 jobs within 4-Aves, 2011 post-EQ 26,899 jobs within 4-Aves. Difference of 20,494 jobs). 5 The Greater Christchurch Urban Development Strategy is a plan for managing urban development. The Strategy partners are Environment Canterbury, the Christchurch City Council, Selwyn District Council, Waimakariri District Council, the Transport Agency and TRoNT (http://www.greaterchristchurch.org.nz) 6 Christchurch Traffic Operations Centre is an alliance organisation between Council, the Transport Agency and the Regional Council which is tasked with the day to day operation and management of the transport network in Greater Christchurch 7 Commuting Patterns in Christchurch, Statistics NZ (2015), Trends from the Census of Population and Dwellings 2006 and 2013 pp 25
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change in commuting patterns were 'mainly as a consequence of the 2010/2011 Canterbury earthquakes'. 8
6.5 I agree with Statistics NZ's further conclusion that as employment locations have become more dispersed, and concentrated employment in the central city has decreased, public transport use has declined. The document containing that conclusion (at page 31), Commuting Patterns in Christchurch, Statistics NZ (2015), Trends from the Census of Population and Dwellings 2006 and 2013 , is attached in full as Appendix AB2. I also support their view that with an increase in people living in districts surrounding the city, people are likely to be experiencing longer commutes.
6.6 Statistics NZ also identified that the proportion of people cycling to work in Christchurch city remained relatively flat between 2006 and 2013 at 6.5% and 7.0% respectively 9 (9,093 cyclists in 2006 compared to 9,804 in 2013).
6.7 My understanding of the above data is that, following the earthquakes, people are travelling further to work and more work related commutes are being undertaken by car. Public transport use has declined markedly.
6.8 Although cycling activity has remained relatively flat (based on the Statistics NZ data from 2006 and 2013) it is my opinion, based on data from the Household Travel Survey,10 that the earthquakes reversed a growing trend in cycling across the city that was occurring between 2006 and the earthquakes. The Household Travel Survey presents data on cycling as a 3 year moving average and analysis of this data shows that the number of daily cycling trips increased between 2006 and 2010/2011 after which it declined to approximate 2006 levels of cycling activity.
6.9 The information outlined above supports the opportunities and benefits which can be realised by an integrated transport plan for the central city as proposed by the AAC. The opportunity exists to transform the street environment, in a way which preserves the existing capacity of the network for vehicles, whilst increasing the capacity for public transport and the safety and comfort of cyclists and pedestrians. These changes will deliver a transport network with increased transport choice as the concentration of employees and residents returns to the central city.
8 Ibid. 9 Commuting Patterns in Christchurch, Statistics NZ (2015), Trends from the Census of Population and Dwellings 2006 and 2013. p 27. 10 http://www.transport.govt.nz/research/travelsurvey.
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7. THE COLLABORATIVE PROCESS ADOPTED IN DEVELOPING AN ACCESSIBLE CITY
7.1 The CCRP was notified on 31 July 2012 and had effect from that date. It contained limited information on transport and it was intended that more detailed work would be undertaken to design a transport system which supported the recovery of the central city of Christchurch.
7.2 The AAC is the replacement transport chapter (2013) to the CCRP, notified in October 2013. I attach a copy of the AAC as Appendix AB3 . The AAC also includes changes to the transport provisions of the Operative District Plan.
7.3 The AAC was developed by CERA in partnership with the Council, the Transport Agency, and with input from the Regional Council and TRoNT. Public consultation took place between November 2012 and February 2013.
7.4 In my opinion, the AAC is best understood in two parts. Firstly, it presents a broad strategy or vision for a transformed central city transport network to support recovery, growth and greater accessibility within and around the central city.
7.5 The delivery of this network transformation, comprising 130 discrete projects, is planned to be designed and constructed within a five phase programme over the next 20 years. The first phase comprises eight projects, valued at $72 million, five of which are currently in construction with the remaining three being currently in public consultation. By way of example, those eight projects are:
(a) Hospital Corner Stage 1
(b) Hospital Corner Stage 2
(c) Durham Street Works (Kilmore to Tuam Street)
(d) Manchester Street Works (Kilmore to Lichfield Street)
(e) Hagley/Moorhouse Corner
(f) Tuam Street Works (Durham to Barbadoes Street)
(g) Lichfield Street Works (Durham to Manchester Street)
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(h) Colombo Street Works (Hereford to St Asaph Street).
7.6 The second part of the AAC amended the transport provisions of the Operative District Plan that apply within the Central City including replacing the Transport Environments map. These amendments were inserted into the Operative District Plan by way of an amendment to the CCRP.
7.7 The partnership approach continues through the discrete phases of design, consultation and construction of the ACC programme projects. There is strong alignment and agreement between CERA, the Council and the Transport Agency that the implementation of the AAC is well placed to meet the objectives of recovery as set out in the Recovery Strategy and the CCRP.
8. THE PRINCIPLES BEHIND THE CCRP AND THE AAC
8.1 The Blueprint, developed as part of the CCRP, provides a spatial framework for central Christchurch. The Blueprint presents a number of principles which have a high interdependency with the wider transport network.
8.2 The Blueprint proposes a compact core with a stronger built identity achieved partly through a series of 'frames' around the perimeter. The Blueprint also includes 17 anchor projects to stimulate activity within the centre in addition to encouraging further private investment. 11
8.3 When considering the Blueprint, it is important to note that the city will be very different than it was before the earthquakes. The plan provides for a target central city residential population of approximately 20,000 12 and an employment population of approximately 60,000 by 2041 in a more compact core which aspires to be greener and more walkable. 13
8.4 Land-use transport modelling undertaken in support of the CCRP assumes a 2041 land use scenario that will generate over 450,000 trips per day to or from the central city.14 This compares to 350,000 15 trips per day from pre- earthquake (these forecasted trips exclude walking trips).
11 CCRP, pp 33-45. 12 Christchurch Central Transport Modelling Report, Executive Summary (September 2012, QTP), Page 4. Table 2-1. 18,400 residents at 2041 13 Ibid, Page 4, Table 2-1. 62,800 employees at 2041 14 Ibid, Page 6 Figure 3-2 15 Ibid
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8.5 Prior to the earthquakes, the central city transport network was experiencing increased congestion, particularly at peak times, with little practical capacity left to accommodate further growth for vehicle access into the central city. It was also recognised that the bus exchange was reaching capacity and plans for its redevelopment (by Council) were underway in 2010.
8.6 The clear challenge in the development of the AAC in support of the CCRP, was how to accommodate both the forecasted growth in trips into the central city, while delivering the vision of the CCRP for a walkable, greener and more compact core.
9. AN ACCESSIBLE CITY RESPONSE TO THE BLUEPRINT
9.1 The AAC responded to the Blueprint by promoting a central city transport network which supports the growth of employment, an increase in residential dwellings and provides greater transport choice.
9.2 Following significant analysis, transport modelling and collaboration between CERA, the Council, the Transport Agency and the Regional Council, the AAC responded 16 to the Blueprint by:
(a) making the core a pedestrian priority area, reducing traffic speeds and enhancing streetscapes;
(b) introducing a road use hierarchy which allows for clear prioritisation of streets for different modes. This provides a one-network approach to minimise mode conflicts and improve journeys for users;
(c) prioritising cycle routes connected to the wider Christchurch cycle network;
(d) upgrading the Avenues to encourage strategic travel movements around the central city rather than through it;
(e) encouraging vehicles travelling into the core to move to distributor streets. This also involves retaining the majority of one-way streets to ensure a good level of access is preserved for vehicles; and
(f) introducing bus ‘super stops’ 17 and bus priority measures to complement the new Bus Interchange (a Blueprint anchor project).
16 AAC. Transport Options, p 5.
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9.3 The above measures combine to address the broad objectives of the AAC by seeking to accommodate vehicle activity within the central city at pre- earthquake levels of approximately 200,000 vehicle trips per day. The vision of the AAC is then to accommodate the forecasted growth of trips into the central city over the next 25 years by increasing public transport use, increasing the number of car passengers and increasing walking and cycling activity.
9.4 The forecasted additional 100,000 daily trips to and from the central city by 2041 are expected to be undertaken by an increased number of car passengers (in a static number of daily vehicle trips), on public transport or by cycling. This increase in public transport use and cycling necessitates the design of a bus and cycling network that can deliver this capacity while being fully integrated with wider programmes of measures across the wider city and not simply just the central city.
10. THE AAC VISION FOR TRANSPORT WITHIN THE CENTRAL CITY
10.1 The CCRP states that a 'thriving, vibrant central city is critical to the recovery of greater Christchurch'.18 The plan then identifies that the lack of a central city has a significant on-going economic cost to Canterbury and New Zealand.
10.2 As outlined on page 5 of the AAC, ensuring central Christchurch has reliable, safe, effective and efficient connections to the rest of Christchurch and Canterbury is vital for the recovery of the central city and of the wider region.
10.3 The AAC provides a vision for the transformation of the transport network within central Christchurch in a way which supports a range of travel options, particularly public transport, walking and cycling, that are flexible and resilient and which will also accommodate the projected population growth over the next 25 years.
10.4 While the CCRP and the AAC both point to the importance of a vibrant central city and an accessible transport network, in my opinion they understate the catalysing effect of an accessible and well planned central city on travel behaviour at a city wide and even regional level.
17 ‘Super stops’ are described on page 13 of the AAC. They are high quality, high capacity passenger transfer bus stops which provide passenger waiting facilities sheltered from the weather. They will accommodate a multiple number (3-4) of buses for concurrent loading and unloading of passengers. 18 CCRP. Why Recovery? p 15.
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10.5 The 30 year vision and associated objectives for transport within the Canterbury region are set out within the Canterbury Regional Land Transport Strategy ("RLTS ").19 The AAC was developed not only to meet the objectives for a vibrant and accessible central city but also to lead and support the transport strategy, as described by the RLTS, for the entire city.
10.6 In my opinion the central city can be an exemplar in delivering on the vision and objectives of the wider transport strategy by creating greater travel choice at the city’s core. The central city has the greatest concentration of travel activity within the region and therefore any improvements to the central city travel network will consequentially influence travel behaviour at a wider level.
10.7 In contrast, a central city which fails to deliver the level of accessibility and transport choice set out in the AAC will significantly impact on the realisation of the wider transport strategy. In the case of Greater Christchurch, the earthquakes and the dispersion of employment from the central city and residential dislocation has resulted in a deficiency of choice in respect of transport options and therefore a corresponding decrease in public transport patronage and cycling and walking activity.
10.8 Over the next decade, as the number of employees and residents increase in the central city, there is a unique opportunity to refashion the culture of commuter travel within the city. By providing greater transport choice I expect that public transport use will increase and an increasing number of trips will be made by cycling and walking.
11. IMPLICATIONS FOR THE TRANSPORT PROPOSAL OF THE REPLACEMENT PLAN
11.1 My evidence has been confined to a high level summary of the existing transport network and how the AAC will support recovery and the transport strategy for the wider region. I have not provided my opinion on specific provisions of the Transport Proposal as this is outlined in the evidence presented by Crown witnesses. In my opinion a transport network which provides increased transport choice will support recovery and the transport strategy for the wider region by reducing the reliance on private motor vehicles and increasing accessibility, particularly to and from the central city. This approach also provides the greatest opportunity to accommodate
19 Canterbury Regional Land Transport Strategy 2012-2042. Page 2, Vision and Objectives.
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the future growth in both residential and employment populations in the central city.
11.2 In my opinion, it is very important the Transport Proposal aligns with and supports the objectives of the CCRP and the AAC. While the Transport Proposal addresses a different part of the city than the CCRP and AAC, the transport network is an integrated whole and the network outside the central city will affect the central city transport network. The Transport Proposal should facilitate increased transport choice to ensure that the network has capacity to accommodate future growth.
11.3 The interrelatedness of the central city and the wider transport network is highlighted in the evidence of Mr Osborne. I agree with his statement that the Transport Proposal cannot be considered in isolation from the central city (and vice versa). I also agree with Mr Osborne’s statement that “the Transport Proposal should provide a level of consistency with An Accessible City, by supporting the road use hierarchy, by providing continuous routes for cyclists, bus priority measures, and encouraging modal choice”.20
11.4 The panel’s decision from the Strategic Directions and Strategic Outcomes Proposal states: "It is critical to ensure that the recovery of Christchurch is expedited. The District Plan plays an important role by providing certainty about where and how development will occur, and making integrated provision for the community's immediate and longer term needs for housing, business, infrastructure and community facilities". 21 This decision recognises the need to ensure strategic infrastructure is provided for, particularly objectives 3.3.1 (enabling recovery) and 3.3.12(a) (infrastructure). This further reinforces my opinion that the AAC is a necessary strategic lens through which to view the Transport Proposal.
11.5 While I do not provide my opinion on specific provisions of the Transport Proposal, I consider there are two important themes that need to be provided for in the Transport Proposal to ensure consistency with the objectives of the CCRP and the AAC: travel choice; and protecting the role of the strategic transport network.
20 Evidence of Mr Richard Osborne, para 5.8 21 Strategic Directions and Strategic Outcomes Decision, p 87.
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11.6 The evidence of Mr Falconer addresses the role of the Transport Proposal in providing greater travel choices. I agree with his statement that 'encouraging other travel options or reducing the need to travel, will support increasing travel choices, as sought by the GCTS, LURP, AAC and CTSP'.22
11.7 In my opinion, creating greater travel choice can be achieved by ensuring there is consistency in the transport network across the city and particularly across the interface of the central city with the wider network. This consistency should focus on the continuity of bus priority measures, safe and continuous routes for cyclists, a well described road user hierarchy, in addition to other measures which encourage people to consider alternate modes of travel other than private vehicles.
11.8 It is also important that the efficiency of the network outside the central city, particularly the strategic transport network, is protected so that the need for vehicles to move through the central city is reduced.
Angus Bargh 10 June 2015
22 Evidence of Mr David Falconer, para 4.2
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Appendix AB1 : Post-earthquake transport planning workshop, March/April 2011 for the UDS partners prepared by QTP & Traffic Design Group, slides 7 and 8
Figure 1: Post-earthquake transport planning workshop, March/April 2011 for the UDS partners prepared by QTP & Traffic Design Group. The figure shows postal redirections following the February 2011 earthquake which acts as a proxy for the relocation of households in Christchurch.
Figure 2 : Post-earthquake transport planning workshop, March/April 2011 for the UDS partners prepared by QTP & Traffic Design Group. The figure shows the change in traffic volumes following the February 2011 earthquake. Western parts of the city are experiencing increased traffic volumes.
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Appendix AB2: Commuting Patterns in Christchurch, Statistics NZ (2015), Trends from the Census of Population and Dwellings 2006 and 2013
BF\52991666\1 Crown copyright © This work is licensed under the Creative Commons Attribution 3.0 New Zealand licence. You are free to copy, distribute, and adapt the work, as long as you attribute the work to Statistics NZ and abide by the other licence terms. Please note you may not use any departmental or governmental emblem, logo, or coat of arms in any way that infringes any provision of the Flags, Emblems, and Names Protection Act 1981. Use the wording ‘Statistics New Zealand’ in your attribution, not the Statistics NZ logo.
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Citation Statistics New Zealand (2015). Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013. Available from: www.stats.govt.nz.
ISBN 978-0-478-42963-3 (online)
Published in March 2015 by Statistics New Zealand Tatauranga Aotearoa Wellington, New Zealand
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Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
Contents
List of tables and figures ...... 4
1. Purpose and key findings ...... 6 Purpose ...... 6 Key findings for 2013 ...... 6
2. Introduction: The population of greater Christchurch and Christchurch city ...... 7 Over one-third of employed people in the South Island work in Christchurch city ...... 7 Population of Christchurch city decreases but greater Christchurch increases between censuses ...... 7
3. Working in greater Christchurch ...... 11 Small increase in workplace addresses in Christchurch city between 2006 and 2013 11 More people commute to Christchurch city from other areas of Canterbury ...... 12 Most Canterbury towns and rural centres show increase in commuters to Christchurch city 13 Employment more dispersed in Christchurch after earthquakes ...... 14 Change in mix of work types in central city ...... 17
4. Commuting and modes of transport ...... 21 Changes in how people in greater Christchurch travelled to work ...... 21 Car transport dominant mode of commuting in greater Christchurch ...... 21 Car use higher in districts surrounding Christchurch ...... 22 Large increase in company car usage ...... 23 Drop in people bussing to work in Christchurch city ...... 25 1 in 3 employed people living in central city walk or jog to work ...... 26 More people cycle to work in area units close to the central city ...... 27 Differences in how men and women travel to work ...... 28 Working at home on census day more common for people in rural areas ...... 29
5. Conclusion ...... 31
References and more information ...... 32 References ...... 32 More information ...... 32
Appendix 1: About commuting data...... 33 Workplace address ...... 33 Main means of travel to work ...... 34
Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
List of tables and figures
Tables 1. Change in number and proportion of people who commuted to Christchurch city from selected territorial authorities, 2001 –13 Censuses ...... 13 2. Change in number of people who commuted to Christchurch city from selected Canterbury urban and rural areas, 2006 and 2013 Censuses ...... 14 3. Percentage of workers in the top industry of area units in greater Christchurch, for area units with largest numbers of workplace addresses, 2006 and 2013 Censuses .. 20 4. Number and percentage of people who took a company car to work, by industry, for people living in Christchurch city, and Waimakariri and Selwyn districts, 2013 Census ...... 25
Figures 1. Areas where South Island residents gave a workplace address, by selected and grouped territorial authorities, 1996 –2013 Censuses ...... 7 2. Population distribution in greater Christchurch at the time of the 2013 Census ...... 8 3. Percentage change in population density by area unit between 2006 and 2013 Censuses ...... 9 4. Percentage change in estimated population, by selected Canterbury territorial authority, year ended June, 2006 –14 ...... 10 5. Areas where employed people living in Canterbury gave a workplace address, by selected and grouped territorial authorities, 1996 –2013 Censuses ...... 11 6. Change in proportion of employed Canterbury residents who gave a workplace address in Christchurch city, by selected and grouped Canterbury territorial authorities, 1996 –2013 Censuses ...... 12 7. Proportion of commuters to Christchurch city who came from smaller urban centres, by selected urban centre of usual residence, 2006 and 2013 Censuses ...... 14 8. Area units in New Zealand where largest numbers of people gave a workplace address, 2006 and 2013 Censuses ...... 15 9. Employment density in greater Christchurch, 2006 Census ...... 16 10. Employment density in greater Christchurch, 2013 Census ...... 17 11. Number of people who gave a workplace address in Cathedral Square area unit, by selected industry, 2006 and 2013 Censuses ...... 18 12. Change in number who gave a workplace address in Middleton area unit, by selected industry, 2006 –13 Censuses ...... 19 13. Selected main means of travel for people who went to work on census day, for employed people living in Christchurch city, 2001 –13 Censuses ...... 22 14. Selected main means of travel for people working in Christchurch urban area, by selected territorial authority of usual residence, 2013 Census ...... 22 15. Percentage of people who drove a private car, truck, or van to work, by area unit of usual residence in greater Christchurch, 2013 Census ...... 23 16. Percentage of people who drove a company car, truck, or van to work in greater Christchurch, by area unit of workplace address, 2013 Census ...... 24 17. Percentage of people who took a public bus to work, by area unit of usual residence in greater Christchurch, 2013 Census ...... 26
Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
18. Percentage of people who walked or jogged to work on census day, by area unit of usual residence in in greater Christchurch, 2013 Census ...... 27 19. Percentage of people who cycled to work on census day, by area unit of usual residence in greater Christchurch, 2013 Census ...... 28 20. Percentage of people who worked at home, by area unit of usual residence in Canterbury region, 2013 Census ...... 30
1. Purpose and key findings
Purpose Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013 gives an overview of commuting patterns in greater Christchurch using census data. We explain how population changes might have affected commuting patterns, then present our findings on how many people gave a workplace address in greater Christchurch, where they were commuting to and from, and how this may have changed over time.
Greater Christchurch, under the Canterbury Earthquake Recovery Act, comprises the areas of the Christchurch City Council, the Selwyn District Council, and the Waimakariri District Council, and includes the adjacent coastal marine area.
Key findings for 2013 · Commuting patterns changed considerably in greater Christchurch between 2006 and 2013, mainly as a consequence of the 2010/11 earthquakes. · The rate of growth in the number of people working in Christchurch slowed to 6.0 percent between 2006 and 2013. The 6.0 percent increase contrasts with a 16.2 percent increase between 2001 and 2006. · The number of people giving a workplace address in the neighbouring Waimakariri and Selwyn districts increased by a much higher percentage than Christchurch city between 2006 and 2013 – by 30.3 percent in Waimakariri district and 43.0 percent in Selwyn district. · The location of workplaces has become more dispersed in Christchurch city after the earthquakes. · In 2006, the Cathedral Square area unit had 11,784 workers per square kilometre, but this fell to 4,285 in 2013. · Company car usage increased between 2006 and 2013 – by 63.0 percent in Selwyn and 40.3 percent in Waimakariri. · Commutes by bus declined slightly in Christchurch city between 2006 and 2013 – from 5.1 percent to 3.7 percent of people who commuted to work on census day. · Bus commutes increased slightly in Waimakariri and Selwyn districts, from 0.7 percent to 1.0 percent of people who commuted to work on census day. For more information about the effects of the earthquakes on greater Christchurch, see 2013 Census QuickStats about greater Christchurch and Housing in greater Christchurch after the earthquakes.
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2. Introduction: The population of greater Christchurch and Christchurch city
Christchurch is the largest urban centre in the South Island. It is located on the east coast of the Canterbury plains and has strong ties with the surrounding agricultural hinterland.
The Canterbury region plays a significant part in the economy of the South Island. Statistics New Zealand estimated that in 2013, Canterbury produced over half of the South Island’s gross domestic product (56.4 percent).
In 2013, j ust over half the South Island’s population live d in Canterbury (53.7 percent), a proportion that has been relatively constant over the previous decade (53.1 percent in 2001 and 53.9 percent in 2006).
Especially following the Canterbury earthquakes in 2010/11, populations have grown in surrounding settlements on the Canterbury plains, and more people are commuting into Christchurch.
Over one-third of employed people in the South Island work in Christchurch city Christchurch city employs over 3 in 10 employed people in the South Island (who had a workplace address coded to a territorial authority level). Greater Christchurch (ie including Selwyn and Waimakariri) employs around 4 in 10 employed people in the South Island – an increase of 2.7 percentage points since 1996.
Figure 1 1. Areas where South Island residents gave a wor kplace addr ess, by selected and grouped territori al authorities, 1996 –2013 C ensuses
Population of Christchurch city decreases but greater Christchurch increases between censuses Although Christchurch city’s population fell by 2.0 percent between 2006 and 2013, the population of greater Christchurch rose by 2.6 percent. At the 2013 Census, 436,056 people lived in greater Christchurch, compared with 424,935 at the 2006 Census. The increase was driven by increases in the population of Selwyn district (up 32.6 percent, to 44,595 people) and Waimakariri district (up 16.7 percent, to 49,989 people).
7 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
The areas with the largest population increases were to the north of Christchurch, especially Pegasus; the south-western outskirts of Christchurch city; and in Rolleston, which is 15 kilometres south-west of Christchurch city in Selwyn district. The areas with the largest population decreases were scattered around the north and east of the city, particularly in areas close to rivers, wetlands, and estuaries, where liquefaction occurred.
Figure 2 shows the population distribution as at March 2013, while figure 3 shows the percentage change in population density by area unit between 2006 and 2013. These maps give context to the shift in commuting patterns and distribution of employment that occurred after the earthquakes.
Figure 2 Population distribution in greater Christchurch at the time of the 2013 Census
Population d istribution in g reater Christ church at the time of th e 2013 Censu s 2. Population distributi on in greater C hristchurch at the time of the 2013 C ensus
8 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
Figure 3
3. Percentage chang e in popul ation density by area unit between 2006 and 2013 Censuses Percentage change in population density by area unit between 2006 and 2013 Censuses
Population estimates show changes that happened after earthquakes While the census measures change in population between censuses, Statistics NZ’s population estimates allow us to look at annual change. These estimates give an idea of changes that happened before and after the earthquakes. Estimates adjust population according to births and deaths, and allow for population undercount in the census (caused by people born after the census, people temporarily overseas during the census, and people that did not respond).
Overall, the 2013 Census showed a 2.0 percent decline in the population of Christchurch city between 2006 and 2013. Population estimates suggest this decline occurred after the earthquakes. Before the earthquakes, Christchurch city ’s estimated population had grown steadily – by around 1.0 percent a year between 2006 and 2010. After the earthquakes, the estimated population declined by 5.6 percent (or 21,200 people) over the two years between 30 June 2010 and 30 June 2012.
In contrast, the districts closest to Christchurch increased in population as figure 4 shows. Selwyn increased by 3,400 people (8.3 percent), while Waimakariri increased by 2,900 people (6.1 percent) between 30 June 2010 and 30 June 2012.
9 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
Figure 4 4. Percentage chang e in esti mated populati on, by sel ected Canterbur y territorial authority, year ended June, 2006 –14
While Christchurch city’s populat ion began to recover by June 2014, Selwyn and Waimakariri have continued to experience higher growth rates.
The growth in population in the districts surrounding Christchurch city is likely to affect commuting flows. These population changes occurred at the same time as a significant motorway development to the south and north of the city, as noted in a Press report in October 2014: ‘The earthquakes have prompted a mass relocation of homes and businesses. The new motorway network acts as a magnet’.
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3. Working in greater Christchurch
This section looks at how many people gave a workplace address in greater Christchurch, where they travel from and to, and how this has changed over time. It briefly discusses commuting in Canterbury. It also explains changes to employment density and the distribution of employment over Christchurch city since the 2010/11 earthquakes.
Small increase in workplace addresses in Christchurch city between 2006 and 2013 While the usually resident population of Christchurch city declined by 2.0 percent between 2006 and 2013, the proportion of New Zealand residents who worked there increased by 6.0 percent.
However, the proportion of Canterbury residents employed in Christchurch city fell slightly between 2006 and 2013 – from 71.4 percent of employed people to 68.9 percent.
The number of workplaces in Selwyn increased by 38.2 percent or 1.8 percentage points. Overall, the proportion of Canterbury people employed in greater Christchurch (Christchurch city, and Selwyn and Waimakariri districts) remained largely unchanged. It fell from 80.8 percent of employed people in Canterbury in 2006 to 80.5 percent in 2013.
Figure 5 shows the proportion of employed people usually resident in Canterbury who gave a workplace address by selected territorial authority
Figure 5 5. Areas where employed peopl e li ving in C anterbury gave a wor kpl ace address, by sel ected and grouped territorial authoriti es, 1996 –2013 Censuses
11 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
Figure 6 6. C hange in pr oportion of employed C anter bur y resi dents who g ave a wor kplace addr ess in C hristchurch city, by sel ected and grouped C anter bur y territorial authoriti es, 1996 –2013 Censuses
More people commute to Christchurch city from other areas of Canterbury More people commuted to Christchurch city from the territorial authorities outside it in 2013. The number of people commuting into Christchurch city from Canterbury outside of Christchurch increased by one-third since 2006. This equates to 5,850 more commuters – or 4,704 private or company car, trucks, or vans.
The number of people from Selwyn district commuting to Christchurch city increased by 44.1 percent since 2006. However, the proportion of Selwyn’s employed population commuting to Christchurch city only increased by 2.3 percent, possibly as a result of the increased employment within Selwyn district.
The numbers of people commuting to Christchurch city from Hurunui and Ashburton also increased.
12 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
Table 1 1. C hange in number and proportion of peopl e who commuted to C hristchurch city fr om selected territori al authorities , 2001 –13 Censuses Change in number and proportion of people who commuted to Christchurch city from selected territorial authorities 2001 –13 Censuses Number who gave a workplace address in Percentage change (number) Area (territorial authority) of Christchurch city usual residence 2001 2006 2013 2001 –06 2006 –13 Waimakariri district 7,452 8,931 10,728 19.8 20.1 Christchurch city 127,872 146,922 150,066 14.9 2.1 Selwyn district 5,487 7,752 11,172 41.3 44.1 Total greater Christchurch 140,811 163,608 171,966 16.2 5.1 Hurunui district 516 543 738 5.2 35.9 Ashburton district 231 297 528 28.6 77.8 Proportion of employed population who gave a Percentage change workplace address in Christchurch city (%) (proportion) Area (territorial authority) of usual residence 2001 2006 2013 2001 –06 2006 –13 Waimakariri district 47.8 47.9 46.3 0.2 -3.3 Christchurch city 96.3 95.9 95.0 -0.4 -1 Selwyn district 42.5 47.9 49.0 12.8 2.3 Total greater Christchurch 87.3 87.1 84.3 -0.3 -3.1 Hurunui district 12.1 11.5 13.2 -5.2 15.2 Ashburton district 2.0 2.3 3.5 15.9 50.6 Note : This data has been randomly rounded to protect confidentiality. Individual figures may not add up to totals, and values for the same data may vary in different tables. Source : Statistics New Zealand
Most Canterbury towns and rural centres show increase in commuters to Christchurch city Christchurch city attracts workers from surrounding small towns and rural centres. The most dramatic change in commuting was in Pegasus township. Pegasus is a fairly new township; it was just being developed in 2006, and had a population of only 33 people. By Census 2013 it had grown to 1,050 people. Pegasus is 25 kilometres from Christchurch, so like Rolleston to the south, it is accessible for commuters to Christchurch city.
13 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
Table 2 2. C hange in number of people who commuted to C hristchurch city from selected C anter bur y ur ban and r ural ar eas , 2006 and 2013 C ensuses Change in number of people who commuted to Christchurch city from selected Canterbury urban and rural areas 2006 and 2013 Censuses Number who gave workplace address in Percentage change Area of usual residence Christchurch city 2006 –13 2006 2013 Urban area
Amberley 102 147 44.1 Woodend 732 720 -1.6 Rangiora 1,884 2,727 44.7 Oxford 180 231 28.3 Darfield 249 321 28.9 Lincoln 588 915 55.6 Leeston 204 255 25.0 Rolleston 1,650 3,114 88.7 Rural centres Waikuku 189 234 23.8 Pegasus 9 354 3,833.3 Total other rural areas 6,336 9,078 43.3 Note : Urban areas are statistically defined areas and are designed to identify concentrated urban settlements, without the distortion of administrative boundaries. This data has been randomly rounded to protect confidentiality. Individual figures may no t add up to totals, and values for the same data may vary in different tables. Source : Statistics New Zealand
Figure 7 7. Proportion of commuters to C hristchurch ci ty who came from smaller ur ban centres , by selected ur ban centre of usual r esidence, 2006 and 2013 Censuses
Employment more dispersed in Christchurch after earthquakes Following the 2010/11 earthquakes, employment has become more dispersed in Christchurch, with a greater concentration of employment to the south and west of the central city. The central city consists of the area units of Cathedral Square, Hagley Park,
14 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
and Avon Loop. In 2006, 39,213 people worked in these area units (25,047 in Cathedral Square, 8,847 in Hagley Park, and 4,728 in Avon Loop). By 2013, the total for these areas had halved, to just 19,419 people.
In 2001 and 2006, the Cathedral Square area unit had the most workers in Canterbury and was the third-largest employment centre in New Zealand – as figure 8 shows. The earthquakes caused extensive damage to the city centre. As a consequence, the number of people employed in Cathedral Square declined by 63.6 percent between 2006 and 2013.
Figure 8 8. Area uni ts i n N ew Z eal and where l argest numbers of peopl e gave a wor kplace addr ess, 2006 and 2013 C ensuses
The Middleton area unit, in the west of the city, now employs more people than Cathedral Square. In 2013, Middleton employed 11,007 people, compared with 9,447 for Cathedral Square.
Employment density in the central city has also declined. In 2006, the employment density for Cathedral Square was 11,784 people per square kilometre. This fell to 4,285 in 2013. Riccarton South, south-west of Cathedral Square, is now the area unit with the greatest employment density. In 2013, it had 5,598 workers per square kilometre.
15 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
Figure 9 Employment density in greater Christchurch 2006 Census 9. Empl oyment density in greater C hristchurch, 2006 C ensus
16 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
Figure 10 Employment density in greater Christchurch 2013 Census
10. Empl oyment density i n greater Christchurch, 2013 C ensus
Change in mix of work types in central city At the time of the 2013 Census, buildings were still being demolished in the central city. Cathedral Square had fewer office buildings, hotels, and retail outlets. This change is reflected in the different mix of employment in this area unit compared with 2006. In particular, the numbers of people engaged in accommodation and food, financial services and insurance, and professional and technical services all declined substantially – by over 2,000 people – between 2006 and 2013.
17 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
Figure 11 11. N umber of people who gave a wor kplace addr ess i n C athedral Square ar ea unit, by selected i ndustr y, 2006 and 2013 C ensuses
While the numbers in most industries declined substantially, the number of people working in electricity, water, and waste services rose from 36 to 156. The number of people working in arts and recreation services also rose, from 258 to 432.
Conversely, the nearby Middleton area unit experienced large increases in the numbers of people working in public administration and safety, and professional, scientific, and technical services.
18 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
Figure 12 12. C hange i n number who g ave a wor kplace addr ess in Mi ddl eton ar ea unit, by selected i ndustry, 2006 –13 C ensuses
19 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
Table 3 Percentage of workers in the top industry of area units in greater Christchurch For area units with largest numbers of workplace addresses 2006 and 2013 Censuses
3. Percentage of wor kers in the top industr y of area units i n greater Christchurch, for area uni ts with l argest numbers of wor kplace addr esses, 2006 and 2013 C ensuses Number of workplace Top industry 2006 Top industry 2013 Area unit of addresses workplace Percentage Percentage address of workers of workers 2006 2013 Industry Industry in that in that industry industry Middleton 7,37 4 11,007 Manufacturing 31.7 Manufacturing 20.5 Wigram 4,233 5,793 Manufacturing 33.5 Manufacturing 28.2 Islington 3,207 4,938 Manufacturing 41.1 Manufacturing 37.3 Hornby North 3,999 4,815 Manufacturing 32.3 Manufacturing 26.4
Cathedral Professional , scientific , 25,980 9,447 15.8 Retail trade 19.5 Square and technical services Riccarton 4,074 5,514 Retail trade 33.8 Retail trade 29.2 Sydenham 8,427 8,754 Manufacturing 23.6 Construction 15.3 Health care and social Health care and social Hagley Park 8,982 7,641 32 .3 51.1 assistance assistance Transport, postal, and Transport, postal, and Yaldhurst 2,997 5,052 35.9 43.9 warehousing warehousing
Professional, scientific , and Russley 3,000 4,599 Manufacturing 21.4 21.3 technical services Professional, scientific, Financial and insurance Riccarton South 2,190 4,464 18.3 30.8 and technical services services Note : This table only includes employed people whose workplace address could be coded to the area unit level. Percentages for industry are calculated f rom total people who stated their main industry of this employer. Data has been randomly rounded to protect confidentiality. Source : Statistics New Zealand
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4. Commuting and modes of transport
This section discusses how people got to work on census day. The data comes from the census question about the respondent’s main means of travel to work on census day. Main means of travel to work is the method a person aged 15 years and over used to travel the longest distance to their place of employment (for example, by bicycle, bus, walking, or jogging).
The question also asks whether people worked from home or did not go to work on census day.
The data does not necessarily indicate a person's usual mode of travel to work and it does not indicate the main means of travel to work for people who did not go to work on census day.
Changes in how people in greater Christchurch travelled to work The following sections describe commuting patterns for people who travelled to work on census day in 2013 – that is, excluding people who worked at home or did not go to work that day.
We would expect to see changes in commuting patterns in Christchurch city after the earthquakes, and the consequent movement of workplaces from the central city to surrounding areas. However, changes in modes of transport between 2006 and 2013 were generally small, with the largest rise being in the proportion of people who went to work in a company car.
· Car transport remained the dominant mode of commuting, with almost two-thirds of people in Christchurch city taking a private car, truck, or van to work on census day. · The proportion of people taking a company car to work was higher in districts around Christchurch city, with around 1 in 5 people in Waimakariri and Selwyn districts travelling to work by company car on census day. · Bus use fell in Christchurch city between 2006 and 2013, from 5.1 percent to 3.7 percent of people who went to work on census day.
Car transport dominant mode of commuting in greater Christchurch Car transport was the dominant mode of commuting in greater Christchurch, with a slight increase between 2006 and 2013 – from 82.3 percent to 84.0 percent. An increase in company car use largely drove this increase. The percentage of people driving a private car to work remained relatively unchanged in Christchurch city (from 63.9 percent in 2006 to 64.1 percent in 2013). However, private car use fell slightly in Selwyn (from 66.9 percent to 64.6 percent) and Waimakariri (from 68.9 percent to 66.6 percent).
21 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
Figure 13 13. Sel ected mai n means of travel for people who went to wor k on census day, for empl oyed people living in Christchurch city, 2001 –13 Censuses
Car use higher in districts surrounding Christchurch Car use was greatest for people who lived in surrounding districts and worked in the Christchurch urban area.
Company car use was also highest for commuters who came in to the Christchurch urban area but lived outside it.
Urban areas are statistically defined areas designed to identify urban settlements, without the distortion of administrative boundaries. For example, Christchurch city territorial authority includes a large area of rural land, including Banks Peninsula. Christchurch urban area excludes this rural land.
Figure 14 14. Sel ected mai n means of travel for people wor king in Christchurch ur ban area, by sel ected territori al authority of usual resi dence, 2013 C ensus
22 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
Mapping car use shows how dominant cars are as a form of transport. This contrasts with higher public transport use in areas surrounding Wellington city (see Commuting patterns in Wellington ). Wellington has extensive public transport options and a more concentrated employment in the central city.
The following maps show how people got to work, by the area unit where they usually reside.
Figure 15 15. Percentag e of people who drove a pri vate car, truck, or van to wor k, by ar ea unit of usual resi dence i n greater Christchurch, 2013 C ensus Percentage of people who drove a private car, truck, or van to work, by area unit of usual residence in greater Christchurch 2013 Census
Large increase in company car usage Between 2006 and 2013, the most notable change in how people commuted to work in greater Christchurch was the increase in company car usage. The number of people using a company car to travel to work increased by 40.2 percent in Waimakariri district and by 63.0 percent in Selwyn district.
Figure 16 shows the workplace areas where company car usage is most concentrated. Sydenham, Middleton, Wigram, and Cathedral Square area units all had over 1,000 people working there who drove a company car to work. The industries common in these areas are those in which workers are most likely to commute in a company car. For example, the areas have large proportions of workers in construction and wholesale
23 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
trade. In 2013, people in these industries were the most likely to drive a company car to work, as table 4 shows.
Figure 16 16. N umber of people who drove a company car, truck, or van to wor k in greater C hristchurch, by area unit of wor kpl ace address, 2013 C ensus Percentage of people who drove a company car, truck, or van to work in greater Christchurch, by area unit of workplace address 2013 Census
24 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
Table 4 4. N umber and percentage of peopl e who took a company car to wor k, by i ndustr y, for people living in Christchurch city, and Waimakariri and Sel wyn districts, 2013 Census Number and percentage of people who took a company car to work, by industry For people living in Christchurch city, and Waimakariri and Selwyn districts 2013 Census
Industry (level 1) Waimakariri district Christchurch city Selwyn district Number Percent Number Percent Number Percent Agriculture, forestry, and fishing 222 23.9 192 11.9 285 17.8 Mining 12 28.6 21 22.6 15 33.3 Manufacturing 384 15.4 1,842 11.7 384 17.7 Electricity, gas, water, and waste services 84 32.2 168 19.9 48 36.4 Construction 1,512 48.4 7,314 41.7 1,026 47.4 Wholesale trade 444 42.9 2,154 27.9 465 40.7 Retail trade 225 11.8 1,233 9.3 168 13.1 Accommodation and food services 33 5.4 285 4.1 18 3.5 Transport, postal, and warehousing 147 15.7 819 12.6 174 18.4 Information media and telecommunications 21 11.5 195 8.7 21 14.6 Financial and insurance services 90 17 651 14.1 114 22.8 Rental, hiring, and real estate services 90 19.4 486 15 96 25.2 Professional, scientific, and technical services 162 14.8 1,290 10.4 210 15.9 Administrative and support services 114 21.3 750 16.8 111 23.1 Public administration and safety 117 14.4 537 8.5 99 6.6 Education and training 39 2.8 246 2.1 39 2.5 Health care and social assistance 75 4.6 492 3.4 63 4.9 Arts and recreation services 33 13.6 165 7.9 33 10.4 Other services 174 21.1 828 16 138 23.5 Total stated 3,975 20.8 19,677 14.4 3,507 19.4 Not elsewhere included 54 15.7 225 9.8 51 20.2 Total 4,026 20.7 19,902 14.3 3,561 19.4
Data has been randomly rounded to protect confidentiality. Source : Statistics New Zealand
Drop in people bussing to work in Christchurch city Both the number and proportion of people taking a bus to work in Christchurch city declined between 2006 and 2013. This is most likely because of the disruption caused by the earthquakes and the decreased concentration of employment in the central city. On census day in 2013, 5,154 people took a public bus to work. This compares with 7,227 people in 2006. People living in Riccarton, Linwood, and Phillipstown had the highest rates of commuting by bus in 2013.
Between 2006 and 2013, the percentage of commuters bussing to work: · declined slightly for people living in Christchurch city – from 5.1 percent to 3.7 percent · increased slightly for people living in Waimakariri and Selwyn districts – from 0.7 percent to 1.0 percent.
25 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
Figure 17 Percentage of people who took a public bus to work, by area unit of usual residence in greater Christchurch 2013 Census
17. Percentag e of people who took a public bus to wor k, by ar ea unit of usual resi dence i n greater Christchurch, 2013 C ensus
1 in 3 employed people living in central city walk or jog to work Active commutes are common for people living in the central city, with almost 1 in 3 people who lived in the central city area units of Cathedral Square and Hagley Park walking or jogging to work in 2013.
Burnham Military Camp area unit had the highest proportion of people who walked or jogged to work, probably because of the close proximity of work and home in this area.
26 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
Figure 18 Percentage of people who walked or jogged to work on census day By area of usual residence in greater Christchurch 2013 Census
18. Percentag e of people who wal ked or j ogged to wor k on census day, by area unit of usual r esidence in in greater C hristchurch, 2013 C ensus
More people cycle to work in area units close to the central city Christchurch, because of its largely flat terrain, has traditionally had a high proportion of people cycling to work, especially in the central city. On census day in 2013, 7.0 percent (9,804 people) of people living in Christchurch city cycled to work – up from 6.5 percent (9,093 people) in 2006.
27 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
Figure 19 Percentage of people who cycled to work on census day By area unit of usual residence in greater Christchurch 2013 Census
19. Percentag e of people who cycled to wor k on census day, by ar ea unit of usual resi dence i n greater C hristchurch, 2013 C ensus
Differences in how men and women travel to work Some transport modes in greater Christchurch showed considerable differences by sex. These differences are also observable nationally. On census day in 2013, men in greater Christchurch were much more likely to: · take a company car to work (86.4 percent of people taking a company car to work were men) · use a motor cycle (85.8 percent of motor cycle users were men) · take a bicycle to work (69.0 percent were men). In contrast, women in greater Christchurch were more likely to: · take a public bus (59.1 percent of people taking a public bus were women) · walk (53.4 of people who walked or jogged to work were women). Just under two-thirds of people that did not go to work on census day in 2013 in greater Christchurch were women (15,777 people, or 63.8 percent).
28 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
Working at home on census day more common for people in rural areas Not all employed people are commuters, and a greater percentage of people in rural districts work at home (see 2013 Census QuickStats about transport and communications ).
We define a rural district as a territorial authority with a high proportion of its population living in rural areas. In 2013, 86.3 percent of people in Hurunui, 53.1 percent of people in Selwyn, and 38.8 percent of people in Waimakariri district lived in a rural area.
Nationally, 44.1 percent of people working in agriculture worked at home on census in day 2013, compared with 8.8 percent of all workers.
· In greater Christchurch, Christchurch city had the lowest percentage of people that worked at home, at just 5.9 percent. This is compared with 11.2 percent in Waimakariri and 13.3 percent in Selwyn. · In rural districts around greater Christchurch, working at home was more common. 1 in 4 people in Hurunui district (25.9 percent) worked at home. · 1 in 6 people of people in Ashburton district (15.5 percent) worked at home. Figure 20 shows the concentration of people that worked at home in rural areas.
29 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
Figure 20 20. Percentag e of people who wor ked at home, by area uni t of usual r esidence in Canterbur y r egion, 2013 Census Percentage of people who worked at home By area unit of usual residence in Canterbury region 2013 Census
Did the earthquakes affect the number of people working at home? Was there an increase in people working at home after the earthquakes? Certainly, immediately after the 22 February 2011 earthquake, people in some businesses had to work from home temporarily or find alternative premises. But by the time of the census many businesses are likely to have made more permanent accommodation choices.
The proportion of people working at home increased very slightly between 2006 and 2013 in Christchurch city (from 5.6 percent to 5.9 percent) and Waimakariri district (from 11.0 percent to 11.2 percent). However, in the Selwyn district the proportion fell (from 15.0 percent to 13.3 percent).
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5. Conclusion
The 2010/11 Canterbury earthquakes affected the location of workplaces and commuting patterns in Christchurch city and surrounding districts. Christchurch city lost employment and population in the two years after the earthquakes.
Some of the population of Christchurch city moved to the neighbouring districts of Selwyn and Waimakariri. This population shift led to an increase in the number of people who commuted into Christchurch from surrounding districts – not just from neighbouring Selwyn and Waimakariri, but also from Hurunui and Ashburton. However, employment also grew in the neighbouring districts, with an increase in the number of workplace addresses in Selwyn and Waimakariri.
Employment density and the number of workplace addresses in central Christchurch have declined in response to the extensive damage to buildings in the city centre. This affects, for example, public transport – as employment has become more dispersed, public transport use has declined. With an increase in people living in districts surrounding the city, people are likely to be experiencing longer commutes.
Employment increased to the south and west of the city centre, with the area unit of Middleton now employing more people than the area unit of Cathedral Square. In 2013, Riccarton South had the highest employment density – 5,598 workplace addresses per square kilometre. This employment density was still considerably lower than the 11,784 workplace addresses per square kilometre in Cathedral Square in 2006.
The types of employment in various locations have also changed. For example, the top industry in Riccarton South in 2013 was financial and insurance services – in 2006 it was retail trade. This shift in employment has affected transport patterns, with a decline in commutes by bus between 2006 and 2013.
31
References and more information
References McCrone, J (18 October 2014). Roadway to a different city. The Press .
Statistics New Zealand (2006). Research report on Regional Gross Domestic Product . Available from www.stats.govt.nz .
Statistics New Zealand (2008). Commuting patterns in Christchurch . Available from www.stats.govt.nz .
Statistics New Zealand (2013). Regional Gross Domestic Product: Year ended March 2013 . Available from www.stats.govt.nz .
Statistics New Zealand (2014a). 2013 Census QuickStats about greater Christchurch . Available from www.stats.govt.nz .
Statistics New Zealand (2014b). International migration to and from Canterbury region: 1996 –2014 . Available from www.stats.govt.nz .
Statistics New Zealand (2015). 2013 Census QuickStats about transport and communications . Available from www.stats.govt.nz .
More information Other census information · 2013 Census · 2013 Census QuickStats about transport and communications · Commuting patterns in Auckland: Trends from the Census of Population and Dwellings 2006 –13 · Commuting patterns in Wellington: Trends from the Census of Population and Dwellings 2006 and 2013 · 2013 Census products and services release schedule · 2013 Census information by variable · 2013 Census definitions and forms · 2013 Census tables in NZ.Stat
For more information contact our Information Centre: Email: [email protected]
Phone: 0508 525 525 (toll-free in New Zealand)
+64 4 931 4600 (outside New Zealand)
32
Appendix 1: About commuting data
The information in this report comes from usual residence, workplace address, and main means of travel to work information in the census.
See 2013 Census information by variable for detailed information.
Usual residence Usual residence is the address of the dwelling where a person considers themselves to usually reside.
We provide guidelines for respondents who aren’t sure what to give for a usual address – for example, for children in shared care. See the guidelines at 2013 Census information by variable – Usual residence
In the case of Christchurch residents, we also provided special guidelines for people affected by the earthquakes.
Question 5: Usual address How should I answer if my address has been affected by the Canterbury earthquakes?
Give the address you are currently living at, unless you are temporarily living somewhere and will be moving back to your earthquake affected address (once your home has been repaired or rebuilt, for example). In that case, give that address you will be moving back to.
Workplace address Workplace address is the physical location of a workplace. Distinguishing details can include the building name; street number, name and type; suburb or rural locality; and city, town, or district.
The census data on workplace address relates to the workplace address for the main job an individual holds. This is the job in which a person worked the most hours.
The data comes from Question 39 on the census individual form .
Respondents such as milk vendors and sales representatives who have no fixed workplace are asked to state the address of the depot, headquarters, or reporting point from which they operate.
Respondents who have no fixed workplace address at all are asked to respond that they have ‘no fixed workplace address’.
See 2013 Census information by variable – Workplace address
The variable workplace address does not have a non-response category Respondents who were employed but did not state a workplace address were classified as 'New Zealand not further defined'. Respondents who stated a workplace address that could not be coded were also classified as 'New Zealand not further defined'.
In 2013, 8.5 percent of responses were coded to the 'New Zealand not further defined' category. Respondents who state that they work across multiple areas (eg builders) are coded to 'No fixed address'. 0.4 percent of responses were coded to this category in 2013.
33 Commuting patterns in greater Christchurch: Trends from the Census of Population and Dwellings 2006 and 2013
In 2013, most of the problems with workplace address stemmed from coding issues. Sometimes these were caused by respondents supplying insufficient detail to workplace addresses to be coded. Where possible, workplace addresses were coded using Statistics NZ's Business Frame.
An issue from previous censuses with regional offices being coded to head offices was resolved for most cases in 2013 (as these occurred in Auckland, Wellington, and Christchurch). However, some cases of apparent long-distance commutes between other regional centres may be due to miscoding. This situation would have occurred in previous censuses.
2013 Census workplace data is broadly comparable with data from the 2006 and 2001 Censuses. Changes in the data over this time period may be partly due to changes in the collection, definition, or classification of the data rather than to real change.
The Business Frame match rate for workplace address has increased from 60.2 percent in 2006 to 64.6 percent in 2013. This will improve the quality of both workplace address and industry/sector coding relative to 2006.
An issue occurred in 2006 where usable responses were coded to 'New Zealand not further defined' instead of the correct meshblock, leading to a higher ‘New Zealand not further defined’ count. This has affected the comparability of the data over time. In 2001, 12.5 percent of the subject population was coded to 'New Zealand not further defined', compared with 14.5 percent in 2006. Due to better coding, only 8.5 percent of responses were coded to 'New Zealand not further defined' in 2013.
Main means of travel to work Main means of travel to work is the method a person aged 15 years and over used to travel the longest distance to their place of employment on census day (for example, by bicycle, bus, walking, or jogging).
As this data relates to the main means of travel on census day, it does not necessarily indicate a person's usual mode of travel to work and it does not indicate the main means of travel to work for people who did not go to work on census day. In 2013, 10.8 percent of those who answered the question indicated that they did not go to work on census day, compared with 10.8 percent in 2006 and 11.7 percent in 2001.
Data is for New Zealand resident adults employed full or part time. Note that inconsistencies can occur when comparing 'Worked at home' counts from travel to work variable with 'Work at home' for workplace address indicator variable, due to differences in the reference period.
See 2013 Census information by variable – Main means of travel to work
34
Appendix AB3: An Accessible City - He Taone W ātea ("AAC ")
BF\52991666\1 Published in October 2013 by Citation ISBNs Canterbury Earthquake Recovery Canterbury Earthquake Recovery 978-0-478-39745-1 (Print) Authority Authority (2013). An Accessible City 978-0-478-39746-8 (Online) Christchurch, New Zealand – Christchurch Central Recovery Plan: Replacement transport chapter Contact – October 2013. Christchurch: Canterbury Earthquake Recovery Canterbury Earthquake Recovery Authority (CERA) Authority. Private Bag 4999, Christchurch 8140 Crown copyright © [email protected] Imagery Credit This work is licensed under the 0800 7464 2372 Some imagery sourced from the Creative Commons Attribution 3.0 www.cera.govt.nz Christchurch Central Recovery Plan New Zealand licence. www.ccdu.govt.nz Contents He rārangi upoko
The Christchurch Central Recovery Plan was notified in the New Zealand Gazette on 31 July 2012 and had effect from that date. It contained limited information on transport. It was intended that more detailed work would be done to design a transport system to support the recovery of the central city of Christchurch. This document was developed by Canterbury Earthquake Recovery Authority (CERA) in partnership with the Christchurch City Council (CCC), Environment Canterbury (ECAN) and the New Zealand Transport Agency (NZTA). Public consultation took place between November 2012 and the beginning of February 2013. This "An Accessible City" is an addendum to the Christchurch Central Recovery Plan and replaces the transport chapter, pages 89 to 94 inclusive. An Accessible City also includes amendments to the transport provisions of Christchurch City Council's District Plan, including replacing the Transport Environments Map.
Part 1: Car travel ...... 16
Accessibility ...... 5 Parking and service access ...... 18
Transport options ...... 5 Wayfinding ...... 19
Walking ...... 8 Implementation and monitoring ...... 20
Cycling ...... 10 Statutory direction to amend District Plan ...... 21
Main Streets ...... 12 Part 2: District Plan provisions ...... 23 Bus interchange and public transport ...... 13 An Accessible City
Central city road use hierarchy
BEALEY AVE BEALEY AVE
V C I T O R A I S T
PA TCR KE FITZGERALD AVE MONTREAL ST DURHAM ST COLOMBO ST MADRAS ST BARBADOES ST MANCHESTER ST
HARPER AVE
SALISBURY ST SALISBURY ST
KILMORE ST KILMORE ST
ARMAGH ST ARMAGH ST
GLOUCESTER ST
WORCESTER ST ROLLESTON AVE
HEREFORD ST HEREFORD ST HEREFORD ST
CASHEL ST FITZGERALD AVE CASHEL ST
DEANS AVE R I C C A R T O N A V E
CAMBRIDGE TCE LICHFIELD ST
O X F O R D T C E
TUAM ST MADRAS ST TUAM ST
ST ASAPH ST ST ASAPH ST
F E R R Y R D
HAGLEY AVE MONTREAL ST DURHAM ST BARBADOES ST COLOMBO ST MANCHESTER ST MADRAS ST
MOORHOUSE AVE MOORHOUSE AVE
Cycling Car travel Walking Public transport Bus interchange
Diagram shows prioritised routes for different travel modes
4 Christchurch Central Recovery Plan An Accessible City
Accessibility Te wāteatanga
The buildings, open spaces, ^OH[THU`VSKLYZ[Y\J[\YLZOH]L Christchurch a place for everyone by ensuring that accessibility checks are streets and facilities within All building work must comply with incorporated into master planning and the central city will be safe, the Building Act 2004 by following the building consent processes at both the accessible and people friendly. 5L^ALHSHUK)\PSKPUN*VKL The new central city will be a great The transport system will allow people in the Core, on Main Streets, within place to live, work, play, learn and to travel easily between the central city the Frame and within Te Papa visit. It will be more attractive and and other parts of Christchurch Central ͺ[͊RHYV(]VU9P]LY7YLJPUJ[ and to get to key destinations within the compact, and will offer a wider range • Prioritised cycle routes connected central city, whether they are walking, of activities. to the wider Christchurch cycle J`JSPUN\ZPUNW\ISPJ[YHUZWVY[VYKYP]PUN network will provide good access to The central city transport system The transport system will also support the [OLJLU[YHSJP[`HUK[OL*VYL6[OLY will provide a range of travel options creation of people-friendly places within streets will provide for cyclists where that are flexible and resilient, able to the central city, in particular by making the WVZZPISL accommodate projected population Core a pedestrian-priority area, reducing growth as well as supporting growth [YHMÄJZWLLKZHUKLUOHUJPUNZ[YLL[ZJHWLZ • Vehicles travelling into the central city in travel by public transport, walking and the Core will be encouraged onto Some changes have been made to the distributor streets that lead off the and cycling. YVHKSH`V\[[VYLÅLJ[[OLSVJH[PVUVM;L H]LU\LZ4VZ[VM[OLL_PZ[PUNVUL Opportunities to future-proof the 7HWHͺ[͊RHYV(]VU9P]LY7YLJPUJ[[OL way streets will be retained to ensure system through the use of new and -YHTLHUKV[OLYHUJOVYWYVQLJ[Z vehicles can access the central city smart technologies will be explored. Routes will be prioritised for various LHZPS`;\HT:[YLL[^PSSILJVTLH west–east one-way street to replace TVKLZVM[YHUZWVY[[VWYV]PKLLMÄJPLU[ Before the earthquakes, central [OL6_MVYK;LYYHJL3PJOÄLSK:[YLL[ and safe access to and from the central Christchurch provided over 20 per cent of VUL^H` jobs within the greater Christchurch Central JP[`;OPZPUJVYWVYH[LZHYVHK\ZL • The avenues themselves will be area and there were around 350,000 trips OPLYHYJO`HWWYVHJO[OH[PKLU[PÄLZKPMMLYLU[ upgraded to improve travel around per day to, from and within the central preferred routes to access the central city depending on how people choose to [OLJLU[YHSJP[` JP[`;OL9LJV]LY`7SHU^PSSZ\WWVY[[OL re-establishment of central Christchurch’s [YH]LS • This road use hierarchy provides a function as the primary activity centre for • The streets with multiple main bus one-network approach to minimise NYLH[LY*OYPZ[JO\YJO,UZ\YPUNJLU[YHS routes will be prioritised for buses, TVKLJVUÅPJ[ZHUKWYV]PKLTVYL Christchurch has reliable, safe, effective and other vehicles will be encouraged enjoyable journeys for different types HUKLMÄJPLU[JVUULJ[PVUZ[V[OLYLZ[VM VU[VºKPZ[YPI\[VY»Z[YLL[Z VM\ZLYZ Christchurch and Canterbury is vital for the recovery of the central city and of the wider • Pedestrian facilities will be improved YLNPVU across the central city, and particularly Christchurch Central Recovery Plan 5 An Accessible City Central Christchurch speed zones BEALEY AVE BEALEY AVE V C I T O R A I S T PA TCR KE FITZGERALD AVE MANCHESTER ST MONTREAL ST DURHAM ST COLOMBO ST MADRAS ST BARBADOES ST HARPER AVE SALISBURY ST SALISBURY ST KILMORE ST KILMORE ST ARMAGH ST ARMAGH ST GLOUCESTER ST WORCESTER ST ROLLESTON AVE HEREFORD ST HEREFORD ST HEREFORD ST FITZGERALD AVE CASHEL ST CASHEL ST DEANS AVE R I C C A R T O N A V E CAMBRIDGE TCE LICHFIELD ST O X F O R D T C E TUAM ST MADRAS ST TUAM ST ST ASAPH ST ST ASAPH ST F E R R Y R D HAGLEY AVE COLOMBO ST MANCHESTER ST MADRAS ST MONTREAL ST DURHAM ST BARBADOES ST MOORHOUSE AVE MOORHOUSE AVE Maximum speeds Inner zone - maximum 30km/hr (including main streets) Outer zone - maximum 50km/hr Core Vehicle speeds will be slowed to a As part of road network and streetscape TH_PT\TVMRTOYPU[OL0UULYAVUL upgrades, the opportunity to implement Implementation This supports the intended environment environmentally sensitive solutions will be of the compact Core and adjacent Frame [HRLU*VUZPZ[LU[^P[O[OLKL]LSVWTLU[ • Develop design guidelines VMJLU[YHS*OYPZ[JO\YJO-VY[OLYLZ[VM[OL VM;L7HWHͺ[͊RHYV(]VU9P]LY7YLJPUJ[ • Develop network concept plans central city network, speed limits will be a L_V[PJWSHU[PUNZ^P[OPU[OLJLU[YHSJP[` TH_PT\TVM RTOYI\[ZVTLZ[YLL[Z will be supplemented with the use of • Develop implementation plan TH`ILTHUHNLKH[HZSV^LYZWLLK[VÄ[ PUKPNLUV\Z[YLLZHUKV[OLYWSHU[Z with timing of works with the surrounding environment, such as • CERA, CCC PUSVJHSYLZPKLU[PHSHYLHZ;OLZ[YLL[Z^PSS • By December 2013 be designed to support and reinforce the intended speed environments so that the Z`Z[LTPZZLSML_WSHPUPUN[V\ZLYZ 6 Christchurch Central Recovery Plan An Accessible City Transport choices in the central city BEALEY AVE BEALEY AVE V C I T O R A I S T PA TCR KE FITZGERALD AVE MANCHESTER ST MONTREAL ST DURHAM ST COLOMBO ST MADRAS ST BARBADOES ST HARPER AVE SALISBURY ST SALISBURY ST KILMORE ST KILMORE ST ARMAGH ST ARMAGH ST GLOUCESTER ST WORCESTER ST ROLLESTON AVE HEREFORD ST HEREFORD ST HEREFORD ST FITZGERALD AVE CASHEL ST CASHEL ST DEANS AVE R I C C A R T O N A V E CAMBRIDGE TCE LICHFIELD ST O X F O R D T C E TUAM ST MADRAS ST TUAM ST ST ASAPH ST ST ASAPH ST F E R R Y R D HAGLEY AVE COLOMBO ST MANCHESTER ST MADRAS ST MONTREAL ST DURHAM ST BARBADOES ST MOORHOUSE AVE MOORHOUSE AVE I work at the Hospital and I live and work in Central Christchurch is a use the bus so I don't have to the central city. It's a Driving in and shopping great place to bike. I take the worry about parking. Buses great place to walk, at the Retail Precinct is cycle routes for my morning arrive every 10 minutes and especially along the easy. It makes shopping classes and use the slow drop me at the super stop Avon River in the in the central city streets in the Core on my right outside . morning. enjoyable. way home. Christchurch Central Recovery Plan 7 An Accessible City Walking Te haere mā raro Creating better streets for Guidelines for facilities for blind and vision- walking network around the Core and pedestrians will help attract impaired pedestrians) should be used to [OL^PKLYJLU[YHSJP[`*YPTLWYL]LU[PVU shoppers, residents and visitors, ensure a safe route to and through the through environmental design principles and so support businesses to HYLHMVY[OVZL^P[OKPZHIPSP[PLZ;OL\ZLVM will be followed in the design of the re-establish themselves in the non-motorised user safety and barrier- UL[^VYR free audits is encouraged during design central city. The east–west streets between the and ongoing maintenance to ensure that Vehicle speeds within the Inner Zone Core and Hagley Park will be improved HJJLZZPISLYV\[LZHYLUV[JVTWYVTPZLK ^PSSILUVTVYL[OHURTOY[VLUZ\YL over time to provide attractive and safe WLKLZ[YPHUZHML[` The Retail Precinct in the blocks on pedestrian routes between these two either side of Cashel Street will be for KLZ[PUH[PVUZ The Core will be a pedestrian-friendly WLKLZ[YPHUZVUS`;OLYL^PSSILZLY]PJL As the central city redevelops, an aim HYLH:VTLZ[YLL[ZTH`ILMVYWLKLZ[YPHUZ vehicle access outside busy pedestrian will be to create opportunities to provide VUS`HUKV[OLYZ^PSSILTVKPÄLKHZ times and from lanes running through the ZOHYLKZWHJLZ^OLYL[YHMÄJPZZSV^LK attractive, safe through-block connections ISVJRZ and pedestrians have priority over other HUKUVY[OZV\[OSHUL^H`ZPUWHY[PJ\SHY \ZLYZ Typical central city street – before Typical slow Core street – after 8 Christchurch Central Recovery Plan An Accessible City Key walking links in the central city BEALEY AVE BEALEY AVE V C I T O R A I S T PA TCR KE FITZGERALD AVE MANCHESTER ST MONTREAL ST DURHAM ST COLOMBO ST MADRAS ST BARBADOES ST HARPER AVE SALISBURY ST SALISBURY ST Note: KILMORE ST KILMORE ST ;OLYLHYLTHU`L_PZ[PUN walking routes within Hagley Park ARMAGH ST ARMAGH ST GLOUCESTER ST WORCESTER ST ROLLESTON AVE HEREFORD ST HEREFORD ST HEREFORD ST FITZGERALD AVE CASHEL ST CASHEL ST DEANS AVE R I C C A R T O N A V E CAMBRIDGE TCE LICHFIELD ST O X F O R D T C E TUAM ST MADRAS ST TUAM ST ST ASAPH ST ST ASAPH ST F E R R Y R D HAGLEY AVE COLOMBO ST MANCHESTER ST MADRAS ST MONTREAL ST DURHAM ST BARBADOES ST MOORHOUSE AVE MOORHOUSE AVE All streets will have provisions for pedestrians Bus interchange Potential laneways within the Core. Images courtesy Tim Church Las Ramblas, Barcelona, Spain Christchurch Central Recovery Plan 9 An Accessible City Cycling Te haere mā runga paihikara Cycling will be encouraged in the central city. Routes for both commuter and recreational cyclists will offer Kerb Kerb good connections from the wider city into the central city and the Core. Cycle ;L7HWHͺ[͊RHYV(]VU9P]LY7YLJPUJ[ and the Frame will provide an attractive, lane safe cycling route into the central city and HYV\UK[OLLKNLVM[OL*VYL6[OLYRL` cycle routes are proposed to link with safe crossing points of the river and the H]LU\LZ The slower speed within the Inner Zone will make it safer for cyclists to share ZWHJL^P[OJHYZ2L`J`JSPUNYV\[LZ will be prioritised for cycling and have separated paths where possible to WYV]PKLZHMLHUKJVTMVY[HISLYV\[LZ Prioritised intersections along these Rumble routes will have improved safety for Kerb J`JSPZ[ZLZWLJPHSS`MYVT[\YUPUN]LOPJSLZ strip Other streets will have improved cycle facilities to address safety issues as Cycle ULJLZZHY` lane *`JSLYV\[LZPU;L7HWHͺ[͊RHYV(]VU River Precinct and the Frame will be separated in most places from walking routes to ensure the safety of both WLKLZ[YPHUZHUKJ`JSPZ[Z Cycle parking facilities will be provided H[JVU]LUPLU[SVJH[PVUZ;OLZL^PSSIL secure, covered where possible, and SVJH[LKH[HYHUNLVMRL`KLZ[PUH[PVUZ Building developers will provide cycle parking in their buildings in line with Possible cycle lane options [OL+PZ[YPJ[7SHUYLX\PYLTLU[Z:LJ\YL cycle parking is planned at the new Bus Interchange and the ‘super stops’ near the Hospital and on Manchester Street, so that people can easily travel by a combination of cycling and public [YHUZWVY[ Separated cycle lane in Melbourne, Australia. 10 Christchurch Central Recovery Plan An Accessible City Key cycling routes in the central city BEALEY AVE BEALEY AVE V C I T O R A I S T PA TCR KE FITZGERALD AVE MONTREAL ST DURHAM ST COLOMBO ST MADRAS ST BARBADOES ST MANCHESTER ST HARPER AVE SALISBURY ST SALISBURY ST KILMORE ST KILMORE ST ARMAGH ST Note: ARMAGH ST GLOUCESTER ST Paths in Hagley Park can be shared WORCESTER ST with pedestrians ROLLESTON AVE HEREFORD ST HEREFORD ST HEREFORD ST FITZGERALD AVE CASHEL ST CASHEL ST DEANS AVE R I C C A R T O N A V E CAMBRIDGE TCE LICHFIELD ST O X F O R D T C E TUAM ST MADRAS ST TUAM ST ST ASAPH ST ST ASAPH ST F E R R Y R D HAGLEY AVE MONTREAL ST DURHAM ST BARBADOES ST COLOMBO ST MANCHESTER ST MADRAS ST MOORHOUSE AVE MOORHOUSE AVE Other streets will have cycling facilities as appropriate. Connections beyond the avenues to be aligned with CCC cycle plans. Bus interchange Implementation • Develop design guidelines - cycling • CERA, CCC • By December 2013 Christchurch Central Recovery Plan 11 An Accessible City Main Streets Ngā huarahi matua Victoria Street and Colombo Street south will be significant shopping Implementation and business streets. To reflect this function, these streets will be • Develop network concept plans redeveloped as ‘Main Streets’, with • CERA, CCC enhanced streetscapes that support • By December 2013 retail and mixed-use development. These streets will be prioritised for walking and cycling and they will be Typical Main Street – before ZSV^LK[VHTH_PT\TVMRTOY4HPU Streets that are public transport routes will contain appropriate public transport WYPVYP[`TLHZ\YLZ =LOPJ\SHY[OYV\NO[YHMÄJ^PSSIL discouraged in order to ease congestion, but some short-term, on-street parking ^PSSILWYV]PKLK Main Streets will have a high standard of landscaping and surface treatment, Z[YLL[M\YUP[\YLHUKSPNO[PUN;OL`^PSSIL designed to match the local character of the individual streets and building MYVU[HNLZ Typical Main Street – after Typical Main Street 12 Christchurch Central Recovery Plan An Accessible City Bus interchange and public transport Te whakawhitinga pahi me ngā waka tūmatanui Public transport routes and infrastructure will encourage bus travel to and from the central city with capacity for a significant increase in bus use in the coming decades. Bus Interchange every 10 minutes in peak periods and 'Super stops' L]LY` TPU\[LZH[V[OLY[PTLZ;OLZL The Bus Interchange is the anchor of the A high-quality ‘super stop’ will be routes come into the central city from public transport system known as the provided near the Hospital with good Z\I\YIHUPU[LYJOHUNLZ0TWYV]LKMHJPSP[PLZ º4L[YV»Z`Z[LT;OL0U[LYJOHUNL^PSSIL pedestrian access to the Metro Sports PU5VY[OSHUKZ7HWHU\PHUK9PJJHY[VU[OL KLZPNULK[VHJJVTTVKH[LZPNUPÄJHU[ Facility, Hospital, Health Precinct and highest passenger demand corridors) growth in bus patronage over time and South Frame, as well as to the area south are required to support the central city will be located in the block bounded by and west of the Core via the Antigua public transport recovery package and ;\HT*VSVTIV4HUJOLZ[LYHUK3PJOÄLSK :[YLL[MVV[IYPKNL(UV[OLYZ\WLYZ[VW LUJV\YHNLPUJYLHZLK\ZL :[YLL[Z;OPZSVJH[PVU^P[OWLKLZ[YPHUSPURZ will be provided on Manchester Street VU3PJOÄLSKHUK*VSVTIV:[YLL[Z^PSS Priority public transport measures will (between Gloucester and Worcester provide convenient walking connections be provided where necessary to ensure Streets), providing a walking link into the to the southern half of the Core, the South YLSPHISLI\ZQV\YUL`Z UVY[OLYUOHSMVM[OL*VYL;OLZLZ\WLY HUK,HZ[-YHTLZHUK[OL:[HKP\T A soft edge between the Core and the stops will provide passenger waiting The Bus Interchange will prioritise East Frame will be created by converting facilities sheltered from the weather, WHZZLUNLYJVU]LUPLUJLHUKJVTMVY[0[ Manchester Street between Armagh and quality information, and dedicated cycle will integrate attractively with surrounding 3PJOÄLSK:[YLL[ZPU[VHIV\SL]HYK;OPZ WHYRPUNMHJPSP[PLZULHYI` streets and land uses, taking into account will separate public transport and other [OLYHUNLVMULLKZHUKHIPSP[PLZVM\ZLYZ vehicles, provide access to businesses, Where possible, complementary uses and ensure a high-quality connection will be incorporated into the facility IL[^LLU[OL*VYLHUK[OL,HZ[-YHTL0U design or adjacent areas including retail addition to footpaths and on-road cycling opportunities, cycle storage facilities and on Manchester Street itself, cycle and development opportunities above ground- walking paths will be developed in the ÅVVYSL]LS -YHTL Bus movements to, through and away Tuam Street will become a one-way street from the Interchange will be made as and will be a major accessway into the LMÄJPLU[HZWVZZPISL[VTPUPTPZLJVUÅPJ[Z JP[`MYVT[OL^LZ[MVY]LOPJSLZHUKI\ZLZ with other users and ensure minimal delay Tuam Street will be landscaped to provide [VI\ZLZ HOPNOHTLUP[`[YHUZP[PVU[V[OL:V\[O-YHTL The area in and around the Bus Cycling and walking routes will run along Interchange can also cater for inter-city ;\HT:[YLL[HUKHSVUN:[(ZHWO:[YLL[ Bus Interchange context axonometric JVHJOLZHPYWVY[[YHUZMLYZHUK[H_PZ0U[OPZ way it will provide a consolidated transit WVPU[MVYSVJHSZHUK]PZP[VYZ[V[OLJP[` Public transport routes Consistent with the Canterbury Regional Public Transport Plan, public transport routes to the Interchange will be consolidated and will mainly go around the edge of the Core, along Manchester HUK;\HT:[(ZHWO:[YLL[Z>P[O[OL L_JLW[PVUVM;\HTHUK:[(ZHWO:[YLL[Z I\ZLZ^PSSNLULYHSS`Y\UVU[^V^H`YVHKZ This will mean that inbound and outbound stops are close to each other, making the routes simple for people to understand HUK\ZL The routes coming into the central city will provide a high-frequency service HSVUN[OLJVUZVSPKH[LKYV\[LZ:LY]PJL frequencies on the core network will be Possible Bus Interchange layout Christchurch Central Recovery Plan 13 An Accessible City Inner-city public transport W\ISPJ[YHUZWVY[Z`Z[LT,ULYN`LMÄJPLU[ and environmentally friendly options will be Implementation Residential areas within the avenues, JVUZPKLYLK and trips between the Bus Interchange • Bus interchange concept design and destinations within the central city, Heritage tram • CERA, CCC, ECan, NZTA ^PSSILJV]LYLKI`[OL4L[YVI\ZYV\[LZ These routes provide good coverage of The Christchurch City Council plans to • In 2013 [OLJLU[YHSJP[`HYLH-\Y[OLYVWWVY[\UP[PLZ repair and reintroduce the pre-earthquake to connect key destinations will be heritage tram system as a visitor investigated to ensure the best possible attraction, as part of the reopening and coverage is offered in the medium- to reconstruction of the central city’s key SVUN[LYTHZ[OLYLI\PSKWYVNYLZZLZ H[[YHJ[PVUZ:VTLVM[OLKLZ[PUH[PVUZVU Initiatives could include reintroducing [OLWYL]PV\ZS`WSHUULKL_[LUZPVUYV\[LOH]L shuttle services or enhancing the Metro been damaged due to the earthquakes, Z`Z[LT(U`PUULYJP[`W\ISPJ[YHUZWVY[ ZV[OLYV\[LPZILPUNYL]PL^LK service will be integrated with the city-wide Manchester St – indicative streetscape and bus lanes Tuam Street – indicative streetscape and cycleway 14 Christchurch Central Recovery Plan An Accessible City Key public transport network in the central city BEALEY AVE BEALEY AVE V C I T O R A I S T PA TCR KE FITZGERALD AVE MONTREAL ST DURHAM ST COLOMBO ST MADRAS ST BARBADOES ST MANCHESTER ST HARPER AVE SALISBURY ST SALISBURY ST KILMORE ST KILMORE ST ARMAGH ST ARMAGH ST GLOUCESTER ST WORCESTER ST ROLLESTON AVE HEREFORD ST HEREFORD ST HEREFORD ST FITZGERALD AVE CASHEL ST CASHEL ST DEANS AVE R I C C A R T O N A V E CAMBRIDGE TCE LICHFIELD ST O X F O R D T C E TUAM ST MADRAS ST TUAM ST ST ASAPH ST ST ASAPH ST F E R R Y R D HAGLEY AVE MONTREAL ST DURHAM ST BARBADOES ST COLOMBO ST MANCHESTER ST MADRAS ST MOORHOUSE AVE MOORHOUSE AVE Other public transport routes exist around the Avenues Bus interchange Super stops Future public transport options The public transport system has been In the longer term, a public transport KLZPNULK[VILHMMVYKHISLÅL_PISL network investigation will be undertaken to adaptable and scalable to accommodate JVUÄYT[OLULLKZHUKZ[HNPUNMVYM\[\YL ZPNUPÄJHU[NYV^[OPUW\ISPJ[YHUZWVY[ VW[PVUZ;OLJLU[YHSJP[`[YHUZWVY[Z`Z[LT \ZHNL;OPZWYV]PKLZWLVWSL^P[OPTWYV]LK has allowed for possible mass transit transport choice for a range of future requirements and options for future- scenarios, which may include higher fuel WYVVÄUNJVYYPKVYZ WYPJLZVYWLHRVPSZ\WWS`SPTP[H[PVUZ3HYNLY buses, more frequent services and new YV\[LZWYV]PKL[OLUL_[I\PSKPUNISVJRZMVY M\[\YLL_WHUZPVUVM[OLZ`Z[LT Christchurch Central Recovery Plan 15 An Accessible City Car travel Te haere mā runga motokā A network of distributor streets will provide efficient access for vehicles to destinations within the central city. Vehicle speeds will be managed to support the high-quality redevelopment that is intended for the central city. Montreal Street – before Bealey, Fitzgerald, Moorhouse, Harper and Deans Avenues will continue to act as major arterial routes for travel around the central city, with key crossing points MVYHJJLZZPU[V[OLJLU[YL;OL`^PSSIL enhanced over time as needed to cater for PUJYLHZLK[YHMÄJ]VS\TLZ Vehicle speeds will be slowed to a TH_PT\TVMRTOYPU[OL0UULYAVUL For the rest of the network, speed limits ^PSSILH[HTH_PT\TVM RTOYI\[ some streets may be managed at a ZSV^LYZWLLK[VÄ[^P[O[OLZ\YYV\UKPUN environment, such as in local residential HYLHZ 4VU[YLHS+\YOHT*HTIYPKNL4HKYHZ Barbadoes, St Asaph, Tuam and Kilmore :[YLL[Z^PSSIL[OLTHPUKPZ[YPI\[VYZ[YLL[Z They will provide the key vehicle access routes into the central city to service the majority of trips to the Core on a daily IHZPZ The pre-earthquake Salisbury–Kilmore VUL^H`WHPYJHYYPLKSLZZ[YHMÄJ[OHU[OL other one-way streets and run through WYLKVTPUHU[S`YLZPKLU[PHSHYLHZ;OL` will be converted to two-way streets; Montreal Street – after Indicative enhanced one-way distributor – Durham St / Cambridge Tce near the Ōtākaro/Avon River 16 Christchurch Central Recovery Plan An Accessible City Distributor streets - preferred vehicle routes BEALEY AVE BEALEY AVE V C I T O R A I S T PA TCR KE FITZGERALD AVE MONTREAL ST DURHAM ST COLOMBO ST MADRAS ST BARBADOES ST MANCHESTER ST HARPER AVE SALISBURY ST SALISBURY ST KILMORE ST KILMORE ST ARMAGH ST ARMAGH ST GLOUCESTER ST WORCESTER ST ROLLESTON AVE HEREFORD ST HEREFORD ST HEREFORD ST CASHEL ST FITZGERALD AVE CASHEL ST DEANS AVE R I C C A R T O N A V E CAMBRIDGE TCE LICHFIELD ST O X F O R D T C E TUAM ST MADRAS ST TUAM ST ST ASAPH ST ST ASAPH ST F E R R Y R D HAGLEY AVE MONTREAL ST DURHAM ST BARBADOES ST COLOMBO ST MANCHESTER ST MADRAS ST MOORHOUSE AVE MOORHOUSE AVE Arterial Main distributor one-way Main distributor two-way Local distributor Kilmore Street will continue to be a main 0U[LYJOHUNLTLHU[OH[6_MVYK;LYYHJL distributor street but through-trips will be 3PJOÄLSK:[YLL[^PSSJLHZL[VM\UJ[PVUHZH Implementation encouraged onto Fitzgerald and Bealey VUL^H`YV\[L;\HT:[YLL[^PSS[OLYLMVYL (]LU\LZ ILJVTLHULHZ[IV\UKVUL^H`Z[YLL[ • Develop implementation plan The other one-way streets will be retained 3VJHSKPZ[YPI\[VYZ[YLL[ZHYLPKLU[PÄLKHZ identifying timing and delivery but enhanced, as appropriate, with the preferred access routes to parking mechanism PTWYV]LKZ[YLL[ZJHWLZ;OLZLLUOHUJLK WYLJPUJ[ZVYHZW\ISPJ[YHUZWVY[YV\[LZ • CERA, CCC, ECan, NZTA The remaining local streets are primarily for one-way main distributor streets will • By December 2013 provide the required street amenity to SVJHSWYVWLY[`HUKI\ZPULZZHJJLZZ suit the local character and intended development while still allowing safe and LMÄJPLU[]LOPJSLTV]LTLU[ ;OLSVJH[PVUZVM;L7HWHͺ[͊RHYV(]VU River Precinct, the Stadium and the Bus Christchurch Central Recovery Plan 17 An Accessible City Parking and service access Ngā tūranga waka me ngā ratonga Well-located car parking that is readily ]LOPJSLZHUK[H_PZ5L^VMMZ[YLL[W\ISPJ WYV]PKLHÅL_PISLYLZWVUZL[VWHYRPUN accessible off distributor streets, but parking facilities for short- to medium- ULLKZHZ[OLJP[`YLI\PSKZ does not dominate city streets, is term visitors will be located to serve key Opportunities to future-proof the system, essential to an accessible city. WYLJPUJ[ZHUKKLZ[PUH[PVUZ;OLWYV]PZPVU MVYL_HTWSLI`WYV]PKPUNJOHYNPUNMHJPSP[PLZ of well-located, on-street and off-street, MVYLSLJ[YPJ]LOPJSLZ^PSSILL_WSVYLK Many pre-earthquake public off-street medium-term parking that accommodates WHYRPUNMHJPSP[PLZOH]LILLUKLZ[YV`LK custom-designed vehicles for people with On-street parking will also be reduced Service vehicles and emergency KPZHIPSP[PLZ^PSSILLUJV\YHNLK due to some anchor projects, cycleways, services streetscape enhancements, and urban Greater utilisation of public visitor parking Within the Core and Frame, dedicated will be encouraged through shared use, KLZPNUPTWYV]LTLU[Z service lanes built for service vehicles will time-of-day management and variable be encouraged as part of commercial Car parking within individual developments WYPJPUN7HYRPUNWYV]PKLKMVYHUJOVY can be provided for (but is not compulsory) KL]LSVWTLU[Z^OLYLWVZZPISL+LSP]LYPLZ projects may be shared for general will be managed to minimise on-street in the Central City Business Zone: up W\YWVZLZ^OLUUV[YLX\PYLKMVYL]LU[Z to 50 per cent of the gross leasable X\L\PUNHUKV[OLYULNH[P]LLMMLJ[Z:LY]PJL The off-street public visitor parking vehicle access through pedestrian priority ÅVVYHYLHVM[OLWYLTPZLZTH`IL\ZLK buildings will be located to provide safe streets and off main distributor streets will MVY[OPZHJ[P]P[`(TH_PT\TOHZILLU and easy access from the local distributor prescribed to manage the number of be discouraged during shopping hours streets and will either be on the perimeter vehicles overall within the zone consistent HUKWLHR[YH]LS[PTLZ,TLYNLUJ`]LOPJSL VMVYV\[ZPKL[OL*VYL;OLZLI\PSKPUNZ with the pedestrian-friendly focus, but not HJJLZZ^PSSILTHPU[HPULKH[HSS[PTLZ will be designed to integrate with their [V[OLL_[LU[[OH[LJVUVTPJYLJV]LY`PZ surrounds, with a preference for mid-block Taxi facilities and coach drop-off areas JVTWYVTPZLK sites and for parking buildings to provide The amount of short-term parking available (WWYVWYPH[L[H_PMHJPSP[PLZ^PSSILWYV]PKLKHZ MVYV[OLY\ZLZ^P[OHJ[P]LNYV\UKÅVVY part of the development of key precincts ^PSSYL[\YU[VWYLLHY[OX\HRLSL]LSZ;OL MYVU[HNLZ-VY[OLZLYLHZVUZWHYRPUN HUKHUJOVYWYVQLJ[Z^P[OPU[OLJLU[YHSJP[` majority of parking required to meet the buildings will generally be smaller than they Coach drop-off areas will be encouraged needs of businesses, shoppers and ^LYLILMVYL[OLLHY[OX\HRLZ;OL[PTPUNVM ^P[OPURL`KL]LSVWTLU[Z*VHJOSH`V]LY commuters will continue to be met by [OLPYKL]LSVWTLU[HUK[OLPYL_HJ[SVJH[PVU HYLHZ^PSSILPKLU[PÄLK^OLYL[OL`JHU JVTTLYJPHSKL]LSVWTLU[Z6UZ[YLL[ will match demand and development in share public spaces and minimise effects parking within the Core will be prioritised [OLJLU[YHSJP[`;LTWVYHY`KLTV\U[HISL VU[OLZ\YYV\UKPUNHYLH for disabled and short stay parking, service parking facilities could be considered to Public parking access BEALEY AVE BEALEY AVE Implementation V C I T O R A I S T PA TCR KE • Develop parking management FITZGERALD AVE MONTREAL ST DURHAM ST COLOMBO ST MADRAS ST BARBADOES ST MANCHESTER ST HARPER AVE plan SALISBURY ST SALISBURY ST • CERA, CCC KILMORE ST KILMORE ST • By December 2013 ARMAGH ST Core - On street parking, prioritised ARMAGH ST for disabled, delivery , drop off and GLOUCESTER ST short stay. WORCESTER ST ROLLESTON AVE Inner zone - On street parking, HEREFORD ST HEREFORD ST HEREFORD ST FITZGERALD AVE short stay limits (some resident CASHEL ST CASHEL ST DEANS AVE R I C C A R T O N A V E exemptions) CAMBRIDGE TCE MADRAS ST LICHFIELD ST O X F O R D T C E Key Destination Areas - Public TUAM ST TUAM ST off-street, visitor parking to be ST ASAPH ST ST ASAPH ST determined F E R R Y R D Outer Zone - On street parking, HAGLEY AVE some longer-term public off street MONTREAL ST DURHAM ST BARBADOES ST COLOMBO ST MANCHESTER ST MADRAS ST MOORHOUSE AVE visitor parking to be determined. MOORHOUSE AVE PA - Anchor Project parking PE - Existing public parking retained 18 Christchurch Central Recovery Plan An Accessible City Wayfinding Ngā tohutohu New bilingual signage (English and Te Reo Māori), wayfinding systems, interpretation mapping and information about the car parks available will be developed to help motorists, cyclists and pedestrians find their way around the central city. Indicative wayfinding signage Wayfinding will provide: • a clear hierarchy of street signage • information that is relevant for people integrated with the streetscape with disabilities, such as information character to signal the role of the on the location of disabled parking streets within the network spaces • signage on walking and cycling • directional signage to public routes transport facilities such as the Bus Interchange and ‘super stops’ • driver information and car parking signage so drivers can locate • Z[YH[LNPJ[YHMÄJZPNUHNLVU[OL WHYRPUNLMÄJPLU[S`YLK\JPUN approaches to and along the circulation trips and unnecessary H]LU\LZ[VLUJV\YHNL[YHMÄJOLHKPUN [YHMÄJWYLZZ\YLVUPUHWWYVWYPH[L to the central city to do so on the routes TVZ[HWWYVWYPH[LYV\[LZHUK[YHMÄJ not travelling to the central city • information, routes and signage to use alternative strategic routes that recognise and reveal tangata around it whenua associations, history and ZP[LZVMZPNUPÄJHUJL • new and smart technologies to complement street signage and • signage with directions and aid transport operations and information for visitors so that people unfamiliar with the city can THUHNLTLU[ easily locate Christchurch’s key visitor attractions, whether they are driving, cycling or walking Christchurch Central Recovery Plan 19 An Accessible City Implementation and monitoring Te whakatinanatanga me te aroturuki CERA, Christchurch City Council Progress with implementing these Network concept plans will be (CCC), Environment Canterbury changes will be reported through the developed for all areas within the central (ECan) and the New Zealand transport monitoring framework as part JP[`;OL`^PSSPUJS\KLYVHK\ZLOPLYHYJO` Transport Agency (NZTA) will of the Recovery Strategy Monitoring and maps that show mode priority by time of work together to give effect to the 9LWVY[PUN7YVNYHTTL day, and network layout maps that show proposals in this transport chapter A consistent approach is important [OLMVYTHUKTHUHNLTLU[VM[OLUL[^VYR These Network concept plans will ensure but further detail will be developed to ensure the various elements of the [YHUZWVY[UL[^VYRVWLYH[L^LSS[VNL[OLY the best possible integration between land as the planning and design for the use, transport, adjacent environments and city continue. (RL`ÄYZ[Z[LWPZ[VJVSSH[LHUKKL]LSVW design guidelines for the functional the individual projects and developments The changes proposed in this document requirements for movement, barrier-free that will arise during the rebuilding of the will be implemented over time, and will access, pathways, cycling, road widths, JLU[YHSJP[` be coordinated with the development of speed management, service delivery, The transport partners are also working central city anchor projects, the SCIRT LTLYNLUJ`YLZWVUZLHUKZ[YLL[ZJHWLZ VUH^PKLYW\ISPJ[YHUZWVY[WHJRHNL rebuild programme, and CCC’s capital A parking management plan will be This will include suburban interchanges ^VYRZHUK[YHUZP[PVUHSJP[`WYVNYHTTLZ developed by CERA and CCC to ensure PU5VY[OSHUKZ7HWHU\PHUK9PJJHY[VU An implementation plan will be that parking needs match the recovery and will consider bus priority measures developed and will detail the timing of the programme, and support the objectives of on Riccarton Road to connect with the various projects and who will be involved (U(JJLZZPISL*P[` JLU[YHSJP[` PUKLSP]LYPUN[OLT Implementation task Responsible Partners By when Working document, Design Guidelines CCDU and CCC NZTA, ECan December 2013 Working document, Parking management plan CCC and CERA NZTA December 2013 Network concept plans showing road use hierarchy Working documents, CERA CCC, NZTA, ECan by time of day and network layout concepts December 2013 Implementation Plan, including timing and delivery CERA CCC, NZTA, ECan, SCIRT December 2013 mechanism alignment Working document, Transport monitoring framework CERA CCC, ECan, NZTA December 2013 First phase transport project delivery schedule Oxford/Tuam swap Including portions of St Asaph, Antigua, Hagley and Selwyn St Portions of Cambridge Terrace, Durham, Armagh and Colombo Kilmore Street two-way Manchester Street/Boulevard from Lichfield to Kilmore Avenues improvement early work Bus interchange Quarter 34123412 Year 2013 2014 2015 Key: Design start Network transformation Construction start 20 Christchurch Central Recovery Plan An Accessible City Statutory direction to amend District Plan Tohutohu ā ture ki te whakatika Te Mahere-ā-Rohe 6UJL.HaL[[LK[OPZ (U(JJLZZPISL*P[` OHZLMMLJ[HZHUHKKLUK\T[V[OL*OYPZ[JO\YJO*LU[YHS9LJV]LY`7SHU**97;OL**97 PZHTLUKLKI`[OLYLTV]HSVM[OL[YHUZWVY[JOHW[LYLU[P[SL(U(JJLZZPISL*P[`ILPUNWHNLZ [V PUJS\ZP]L In accordance with section 24(1)(a) and (b), and section 24(2) of the Canterbury Earthquake Recovery Act, Christchurch City Council PZKPYLJ[LK[VHTLUKP[Z+PZ[YPJ[7SHUHZZL[V\[PU7HY[VM[OPZ (U(JJLZZPISL*P[` HKKLUK\T[V[OL**97;OLZLJOHUNLZTHRL M\Y[OLYHTLUKTLU[Z[V[OL;YHUZWVY[7YV]PZPVUZ^OPJO^LYLPKLU[PÄLKPU[OL(WWLUKP_VM[OL**97PUJS\KPUNZ\WLYJLKPUN4HW *LU[YHS*P[`!;YHUZWVY[,U]PYVUTLU[Z ^P[O[OL 9VHKJSHZZPÄJH[PVUHUK[YHUZWVY[aVULZ THWPU7HY[VM[OPZKVJ\TLU[ Christchurch City Council shall make these amendments as soon as practicable but not later than two weeks after the Gazettal of [OPZHTLUKTLU[[V[OL*OYPZ[JO\YJO*LU[YHS9LJV]LY`7SHU Christchurch Central Recovery Plan 21 Part 2: District Plan provisions Te wāhanga tuarua: Te Mahere-ā-Rohe An Accessible City Changes to the District Plan transport provisions The An Accessible City addendum to the Christchurch Central Recovery Plan amends the transport provisions of the Christchurch City Council's District Plan. The marked up changes shown here arise from the transport amendments to support an An Accessible City. Changes to Volume 2, Section 7, modify text as follows 7.9 Central City Transport Objective 7.9.1 POLICY: TRANSPORT ENVIRONMENTS ROAD CLASSIFICATIONS WITHIN THE CENTRAL CITY To provide for the interim management of the road network in the Central City by way of a differentiated network which recognises how the different transportation environments accommodate different modes of travel (Inner Core, Outer Core, Distributor, Avenue3) layouts of different road classes accommodate different modes of travel (Local Streets, Local Distributor Streets, Main Distributor Streets, Arterial Routes3) and take account of the areas through which they pass (Core, Inner Zone, Outer Zone) in different ways. 3 For the purposes of the Central City, Avenues are the highest order roads predominantly accommodating vehicular traffic that does not have an origin or destination within the Central City. Distributor Streets are the second highest order link types in the Central City and form key movement corridors into the Central City from surrounding areas. Outer Core Streets are the third highest order roads, which function almost entirely to provide property access but where pedestrians will be given a high priority. Inner Core Streets will prioritise people ahead of vehicular traffic, although vehicle access will not be prohibited. These streets may be designed to provide an environment where people can safely mix with vehicular traffic so that the street becomes a shared place. 3 For the purposes of the Central City, Arterial Routes are the highest order roads predominantly accommodating vehicular traf#c that does not have an origin or destination within the Central City. Main Distributor Streets are the second highest order link types in the Central City and form key movement corridors into the Central City from surrounding areas. Local Distributor Streets are the third highest order link types and are important for the distribution of traf#c to parking precincts or provide for public transport movement travel demand at a local, neighborhood level . Local Streets are the fourth highest order roads, characterised by relatively low traf#c volumes and negligible through traf#c, and with a role to provide access to properties. All road classes may be designed in a manner which not only recognises their function but also re$ects their surrounding natural and built environment. This could include measures which prioritise certain types of road users above others. 7.9.2 POLICY: WALKING AND CYCLING IN THE CENTRAL CITY To encourage walking and cycling within the Central City, by: • developing comprehensive networks of pedestrian and cycle linkages that are appropriately sized, direct, legible, prioritised, safe, comfortable, have high amenity and are free from encroachment; • providing road environments that appropriately accommodate pedestrians and cyclists; • encouraging developments to maintain active frontages within a primary area of the Core of the Central City Business Zone; • providing an appropriate level of cycle parking; • ensuring access for the mobility impaired. 7.9.3 POLICY : PUBLIC TRANSPORT IN THE CENTRAL CITY To promote the use of public transport to , from and within the Central City. 7.9.5 POLICY : COMMERCIAL CAR PARKING BUILDINGS AND LOTS WITHIN THE CENTRAL CITY • To manage the development of Commercial Car Parking Buildings and Lots so that they: • support the recovery of the Central City; • are easily accessible for businesses in the Central City; • TPUPTPZLHU`ULNH[P]LLɈLJ[ZVU[OLLɉJPLUJ`HUKZHML[`VM[OL[YHUZWVY[H[PVUUL[^VYRZVMHSS\ZLYZ" • protect the amenity of the Central City; • reduce the need for activities to provide their own on-site parking; Christchurch Central Recovery Plan 23 An Accessible City • KVUV[HK]LYZLS`HɈLJ[[OLKLTHUKMVYW\ISPJ[YHUZWVY[[VMYVTVY^P[OPU[OL*LU[YHS*P[` 7.9.8 POLICY : CENTRAL CITY CORE Establish a people focussed and slow vehicle Inner Core in the heart of the Central City which provides safe and effective access and movement for all forms of transport. 24 Christchurch Central Recovery Plan An Accessible City Changes to Volume 3, Part 8, Appendix 4 Modify text as follows For Central City roads, apply the Transport Environments Road Classifications and Transport Zones shown in Appendix 4b and Appendix 4c, as the road hierarchy shown in Appendix 3 does not apply. As the Moorhouse, Fitzgerald, Bealey, Harper and Deans Avenues form the boundary of the Central City, these roads have a dual classification of ‘Avenue’ ‘Arterial Route’ and ‘Major Arterial’. For accesses on the Central City side of these roads, use the ‘Avenue’ ‘ Arterial Route’ standards and for the accesses on the other side of these roads, the ‘Major Arterial’ standards apply. Replace map and text in Appendix 4b as follows APPENDIX 4B - MAP OF CENTRAL CITY TRANSPORT ENVIRONMENTS ROAD CLASSIFICATIONS AND TRANSPORT ZONES Appendix 4b – Central City Road Classifications and Transport BEALEY AVE BEALEY AVE V C I T O R A SI T PA TCR KE FITZGERALD AVE MONTREAL ST DURHAM ST COLOMBO ST MADRAS ST BARBADOES ST MANCHESTER ST HARPER AVE SALISBURY ST SALISBURY ST KILMORE ST KILMORE ST ARMAGH ST ARMAGH ST GLOUCESTER ST WORCESTER ST ROLLESTON AVE HEREFORD ST HEREFORD ST HEREFORD ST FITZGERALD AVE CASHEL ST CASHEL ST DEANS AVE R I C C A R T O N A V E CAMBRIDGE TCE LICHFIELD ST O X F O R D T C E TUAM ST MADRAS ST TUAM ST ST ASAPH ST ST ASAPH ST F E R R Y R D HAGLEY AVE MONTREAL ST DURHAM ST BARBADOES ST COLOMBO ST MANCHESTER ST MADRAS ST MOORHOUSE AVE MOORHOUSE AVE Legend Zones Roads Outer Zone Core Inner Zone Arterial Main distributor Local distributor Christchurch Central Recovery Plan 25 An Accessible City 0UZLY[UL^SPZ[VM*LU[YHS*P[`9VHK*SHZZPÄJH[PVUZHZ(WWLUKP_JPU=VS\TL7HY[ Appendix 4c - List of Road Classifications in the Central City Antigua Street (Tuam Street-St Asaph Street) Local Distributor Street Armagh Street (Montreal Street-Cranmer Square(east side)) Main Distributor Street Armagh Street (Cranmer Square(east side)-Colombo Street) Local Distributor Street Barbadoes Street (Bealey Avenue-Moorhouse Avenue) Main Distributor Street Bealey Avenue (Harper Avenue-Fitzgerald Avenue) Arterial Route Cambridge Terrace (Gloucester Street-Cashel Street) Main Distributor Street Colombo Street (Bealey Avenue-Gloucester Armagh Street) Local Distributor Street Colombo Street (Lichfield Tuam Street-Moorhouse Avenue) Local Distributor Street Cranmer Sq (east side) (Kilmore Street-Armagh Street) Main Distributor Street Deans Avenue (Harper Avenue-Moorhouse Avenue) Arterial Route Durham Street North (Bealey Avenue-Gloucester Street) Main Distributor Street Durham Street South (Cashel Street-Moorhouse Avenue) Main Distributor Street Ferry Road (St Asaph Street-Fitzgerald Avenue) Local Distributor Street Fitzgerald Avenue (Bealey Avenue-Moorhouse Avenue) Arterial Route Gloucester Street (Rolleston Avenue-Oxford Terrace) Local Distributor Street Gloucester Street (Colombo Street-Madras Street) Local Distributor Street Gloucester Street (Madras Street-Latimer Square (east side)) Main Distributor Street Gloucester Street (Latimer Square(east side)-Fitzgerald Avenue) Local Distributor Street Hagley Avenue (Riccarton Avenue-St Asaph Street) Main Distributor Street Hagley Avenue (St Asaph Street-Selwyn Street) Local Distributor Street Harper Avenue (Deans Avenue-Bealey Avenue) Arterial Route Hereford Street (Rolleston Avenue-Madras Street) Local Distributor Street Hereford Street (Madras Street-Latimer Square (east side)) Main Distributor Street Hereford Street (Latimer Square (east side)-Fitzgerald Avenue) Local Distributor Street Kilmore Street (Montreal Street-Fitzgerald Avenue) Main Distributor Street Latimer Square (east side) Main Distributor Street Madras Street (Bealey Avenue-Gloucester Street) Main Distributor Street Madras Street (Hereford Street-Moorhouse Avenue) Main Distributor Street Manchester Street (Bealey Avenue-Moorhouse Avenue) Local Distributor Street Montreal Street (Bealey Avenue-Kilmore Street) Main Distributor Street Lichfield Street (Durham Street-Manchester Colombo Street) Local Distributor Street Montreal Street (Armagh Street-Moorhouse Avenue) Main Distributor Street Moorhouse Avenue (Deans Avenue-Fitzgerald Avenue) Arterial Route Park Terrace / Rolleston Avenue (Bealey Avenue-Hereford Street) Local Distributor Street Riccarton Avenue Main Distributor Street 26 Christchurch Central Recovery Plan An Accessible City Salisbury Street (Park Terrace-Barbadoes Street) Local Distributor Street St Asaph Street (Hagley Avenue-Fitzgerald Avenue) Main Distributor Street Selwyn Street (Hagley Avenue-Moorhouse Avenue) Local Distributor Street Tuam Street (Hagley Avenue-Fitzgerald Avenue) Main Distributor Street Victoria Street Local Distributor Street All other Central City Roads are classified as Local Streets. Changes to Volume 3, Part 13 Transport, modify text as follows 2.4.3 PARKING SPACES FOR PEOPLE WITH DISABILITIES - ALL ZONES WITHIN THE CENTRAL CITY (a) If a parking area is provided, provision shall include spaces for people with disabilities at the rate of 1 for up to 20 spaces provided, 2 for up to 50 spaces provided plus 1 more for every additional 50 spaces or part thereof. These parking spaces for people with disabilities shall be provided as close as practicable at the closest possible point to the accessible entrance to the activity with which they are associated and the most direct route from the disabled parking spaces to the activity shall be accessible for mobility impaired persons. (b) All buildings with a Gross Floor Area of more than 2500m 2 are required to provide parking spaces for people with disabilities, even if no other parking spaces are provided. If no other parking spaces are provided, the amount of disabled parking spaces required shall be calculated by determining how many disabled parking spaces would be required if 1 standard parking space per 100m 2 Gross Floor Area were provided. 2.4.8 ON-SITE MANOEUVRING - ALL ZONES WITHIN THE CENTRAL CITY (a) On-site manoeuvring shall be provided to ensure that no vehicle is required to reverse either onto or off a site where: (i) The vehicular access is onto an Avenue Arterial Route or Inner Core Street onto a Local Street within the Core or onto a Local Distributor Street within the Core (refer Part 8, Appendix 4b); or (ii) The vehicular access is onto an Outer Core Street or Distributor Street a Main Distributor Street (refer Part 8, Appendix 4b) and the access serves six three or more parking spaces; or (iii) The vehicular access is onto a Local Street outside the Core or a Local Distributor Street outside the Core (refer Part 8, Appendix 4b) and the access serves six or more parking spaces. (b) With the exception of parallel parking spaces (either parallel to a road or an internal circulation route), all parking spaces shall be located so as to ensure that no vehicle is required to carry out more than one reverse manoeuvre when moving from any vehicle access to any parking space. This requirement does not apply to loading spaces. (c) All parking spaces shall be located so as to ensure that no vehicle is required to undertake more than one reverse manoeuvre when manoeuvring out of any parking or loading space. 2.4.9 QUEUING SPACES - ALL ZONES WITHIN THE CENTRAL CITY Queuing space shall be provided on site for all vehicles entering a parking or loading area. The length of such queuing spaces shall be in accordance with Table 8 below. Where the parking area has more than one access the number of parking spaces may be apportioned between the accesses in accordance with their potential usage. Queuing space length shall be measured from the road boundary to the nearest vehicle control point or point where conflict with vehicles already on the site may arise, except that for residential development within the Living 4 Zones or for sites served from an Inner Core Street or Outer Core Street a Local Distributor Street within the Core or Inner Zone, or a Local Street within the Core or Inner Zone, queuing space length shall be measured from the kerb face, or edge of the nearest traffic lane where Christchurch Central Recovery Plan 27 An Accessible City no kerb is provided, to the nearest vehicle control point or point where conflict with vehicles or pedestrian pathways already on the site may arise. Table 8 Queuing space lengths Number of parking spaces provided Minimum queuing space length (m) Minimum queuing space length (m) for vehicular access from Avenues or for Residential Activities within the Distributor Streets Arterial Routes, L4 Zone and for sites accessed from Main Distributor Streets, Local Inner Core Streets and Outer Core Distributor Streets within the Outer Streets Local Distributor Streets within Zone, and Local Streets within the the Core and Inner Zone, and Local Outer Zone. Streets within the Core and Inner Zone. 1 - 20 5.5 6.7 21 - 50 10.5 6.7 51 - 100 15.5 11.7 101 - 150 20.5 11.7 151 or over 25.5 16.7 2.4.12 DISTANCES OF VEHICLE CROSSINGS FROM INTERSECTIONS - ALL ZONES WITHIN THE CENTRAL CITY Any part of any vehicle crossing shall not be located closer to the intersection of any roads than the distances specified in Table 10 below. Table 10 Minimum distances of vehicle crossings from intersections Intersecting Transport Environment Road Class (Distance in Metres) Frontage – Transport Avenue Arterial Route Distributor Street Main Inner Core Streets or Local Street Environment Road Distributor Street Outer Core Streets Classification Local Distributor Street Avenue Arterial Route 45 30 25 30 25 Distributor Street Main 30 30 30 10 Distributor Street Inner Core Streets or 15 30 30 outside the Core 30 outside the Core 10 outside the Core Outer Core Streets Local Distributor 15 within the Core 15 within the Core 6 within the Core Street Local Street 15 15 outside the Core 15 outside the Core 10 outside the Core 10 within the Core 10 within the Core 6 within the Core NOTES TO TABLE: Use Figure 1 to measure the distances between the vehicle crossings from intersections. The ‘y’ dimension is the distance stated in Table 10 and is measured from the intersection of the frontage road centreline and the extensions of the intersecting road property boundaries shown as dashed lines. Where the boundaries of a site do not allow the provision of any vehicle crossing whatsoever in conformity with the above distances, a single vehicle crossing may be constructed in the position which most nearly complies with the provisions of 28 Christchurch Central Recovery Plan An Accessible City Table 10. Note: The different transport environments as road classifications are illustrated on Appendix 4b in Volume 3 Part 8. 2.4.13 HIGH TRAFFIC GENERATORS - ALL ZONES WITHIN THE CENTRAL CITY Permitted activities within the Central City are exempt from assessment as High Traffic Generators5. 5 For the purposes of the Central City, additional Assessment Matters have been inserted into Assessment Matters 3.2.16 and 3.2.22 to address the effects of high traffic generation where rules on maximum car parking and access priority are breached. Additionally, activities that are not anticipated as permitted in the Central City Business and Mixed Use Zones require assessment as either restricted, full discretionary or non-complying activities. and tThe relevant policies for these zones specifically refer to protecting the efficiency and safety of the adjacent transport networks (such as Policies 12.2.3 and 12.6.2) and therefore an assessment of these traffic-related effects is required for those activities. Where appropriate Council may request an Integrated Transport Assessment to be provided. Where a consent application is not publicly or limited notified consultation with the New Zealand Transport Agency will be appropriate where significant transport effects are identified. 2.4.14 VEHICLE ACCESS TO SITES FRONTING MORE THAN ONE STREET - ALL ZONES WITHIN THE CENTRAL CITY If a site fronts more than one street then vehicular access shall only be gained from the most preferred street that the site has frontage to, as shown in Table 11. Except that, where the higher preference street is a one-way street, a second access point may be gained from the next most preferred street. Table 11: Location of access (priority ranking) Rank Street class type Most Preferred Distributor Street Local Distributor Street outside the Core 2nd choice Avenue Local Street outside the Core 3rd choice Outer Core Street Main Distributor Street outside the Core 4th choice Arterial Route 5th choice Local Distributor Street within the Core 6th choice Main Distributor within the Core Local Street within the Core Inner Core Street Local Street within the Core Main Least preferred Distributor within the Core 2.4.15 PEDESTRIAN SAFETY Where a vehicle access serves more than 15 car parking spaces or more than 10 heavy vehicle movements per day will be generated through a vehicle access then: (a) If the site has frontage onto an Inner Core Street provides an access onto any street within the Core then an audio and visual method warning pedestrians of the presence of vehicles about to exit the access point shall be provided. (b) If the site has frontage onto an Outer Core Street or a Distributor Street provides access onto any street within the Inner Zone or Outer Zone, then either an audio and visual method of warning pedestrians of the presence of vehicles can be provided as above or a visibility splay shall be provided to the pedestrian footpath as shown in Figure 2. 2.4.16 TEMPORARY CAR PARKS DURING THE EARTHQUAKE RECOVERY PERIOD - ALL ZONES WITHIN THE CENTRAL CITY Any site temporarily supplying car parking where car parking is the primary activity on that site shall be a restricted discretionary activity with the exercise of the Council’s discretion limited to the Assessment Matters for this standard. Any Resource Consents granted under this Rule will need to set the duration of the consent. The duration of the consent should not exceed a period that is reasonably necessary to support the recovery of the surrounding area. It is intended Christchurch Central Recovery Plan 29 An Accessible City that the duration of consents under this Rule will be no longer than 18 April 2016. At the time that the duration of consent ends the parking activity may continue whilst a new application for Resource Consent is processed. Changes to Part 13, Volume 3: ASSESSMENT MATTERS, modify text as follows 3.2.17 CYCLE PARKING - ALL ZONES WITHIN THE CENTRAL CITY (a) The extent to which alternative adequate cycle parking is available which is within easy walking distance of the development entrance; (b) Whether the parking can be provided and maintained in a jointly used cycle parking area; (c) The extent to which cycle parking facilities are designed and located to match the needs of the intended users; (d) Whether the provision for cyclists is sufficient considering the nature of the activity on the site and the anticipated demand for cycling to the site and adjacent activities; (e) Whether the provision for cyclists is practicable and adequate considering the layout of site, and the operational requirements of the activity on the site. 3.2.26 COMMERCIAL CAR PARKING BUILDINGS AND LOTS - ALL ZONES WITHIN THE CENTRAL CITY (a) The potential activities that may use the car park and the degree to which the car park will be utilised; (b) The need for the car park considering the amount of car parking spaces already provided in the surrounding area; (c) Whether the car parking spaces are needed to meet existing unsatisfied parking demand or are being provided due to anticipated future need; (d) The integration of the car park area with existing car park areas to operate in a coordinated manner; (e) The legibility of the car park and the way in which the location of car park is communicated to motorists; (f) The extent to which the safety and convenience of people within and passing the site, including vehicles, pedestrians and cyclists, will be affected by the design or location of the car park; (g) Whether the design or location of the car park will disrupt active frontages or detract from streetscape amenity in the area; (h) Whether the car park can be used by other activities to reduce the need for these activities to provide their own parking spaces; (i) The extent to which the car parking facility may adversely affect the demand for public transport to, from or within the Central City. 30 Christchurch Central Recovery Plan An Accessible City Christchurch Central Recovery Plan 31