{"id":5161,"date":"2015-08-17T12:53:36","date_gmt":"2015-08-17T00:53:36","guid":{"rendered":"http:\/\/willandrewsdesign.com\/?p=5161"},"modified":"2015-08-17T12:54:36","modified_gmt":"2015-08-17T00:54:36","slug":"submission-to-nelson-city-council-long-term-plan","status":"publish","type":"post","link":"http:\/\/www.willandrewsdesign.com\/?p=5161","title":{"rendered":"Submission to Nelson City Council Long-Term Plan"},"content":{"rendered":"

\"performance_art_in_nelson\"<\/a><\/p>\n

 <\/p>\n

Submission to Nelson City Council on Long Term Plan 2015-25\u00a0<\/b><\/p>\n

April 2015<\/p>\n

Dear Nelson City Council,<\/p>\n

Thank you for the opportunity to make a submission on the important topic of the Long Term Plan.\u00a0 I write, in a personal capacity, as an urban designer, architect, and resident of Stoke.<\/p>\n

 <\/p>\n

Introduction<\/b><\/p>\n

‘Physical inactivity is the new smoking’,\u00a0health promotion specialists are now saying1<\/sup>. Almost 1 in 3 New Zealand adults are obese, and a further 34% are overweight2<\/sup>.<\/p>\n

Meanwhile, 49% of Kiwis’ trips to work are 5km or less3<\/sup>\u00a0-easily short enough to be done by bike- but 74% of work trips are done by car.\u00a0 The figures for Nelson are not much better, and tragically, the statistics for our kids’ journeys to school are just as bad.
\nSo the effective promotion of cycling, and active transport in general, is a critically urgent priority for Nelson.<\/p>\n

Below are comments relating to the five main headings suggested by the Consultation Document-<\/p>\n

 <\/p>\n

1. Financial Reality<\/b><\/p>\n

Keeping rates increases and borrowing below their respective caps demonstrates responsible management.<\/p>\n

For expenditure on transport, the Plan should state clearly that investment in cycling facilities is a high priority for responsible fiscal management.\u00a0 Returns on investment for cycling of 8 to 1 can be easily achieved4<\/sup>, which dwarf returns from investments in motor-vehicle provision.<\/p>\n

The draft Infrastructure Strategy says also, ‘\u2026the trend over the last ten years has seen household travel not follow the increase in population growth. This may be linked to the economic cycle and fuel prices\u2026’ However, Ministry of Transport research indicates that, internationally, ‘peak car’ is an issue independent of recession or fuel cost, and is due to cultural change6<\/sup>.<\/p>\n

Provision for private car use to the detriment of transport choice and personal independence (only 60% of the population can independently drive) goes against not only the available research and evidence, but also against the prevailing cultural trend.\u00a0 This trend is visible in Nelson from Census, Household Travel data and anecdotally – Nelson Intermediate School is currently investing in new bicycle parking structures, its already-extensive bike parking shelter having been overwhelmed by recent demand5<\/sup>.<\/p>\n

Additionally, the ageing population of the region will drive a significant shift in transport patterns, with less private car use and less peak hour travel.\u00a0 This issue was clearly set out in the Arterial Traffic Study.<\/p>\n

 <\/p>\n

2. City Infrastructure<\/b><\/p>\n

Progressive policies are set out for intensification of use in the Inner city.\u00a0 The encouragement of inner-city living is likely to yield many future benefits for the city.\u00a0 Liveable, dense cities with diverse populations, local businesses and well-designed, lively urban spaces are acknowledged internationally7 <\/sup>to attract and retain high-earning professional, creative and ICT workers, who contribute to the vitality of the community, as well as to rating and employment bases.<\/p>\n

An ageing population, as assumed by the Plan, is known to benefit from higher population densities.<\/p>\n

The Infrastructure Strategy’s policy statement on transport, ‘\u2026service levels encourage safer conditions and lower traffic volumes by offering alternative transport modes\u2026’ is to be commended.<\/p>\n

The emphasis on footpaths is commendable but the amounts allocated are low in the context of the $73m capital transport budget and the $185m operational budget shown.\u00a0 It would be helpful to compare the real costs of maintaining the 3,300 car park spaces in Nelson, and 540 in Stoke with the footpath budget.<\/p>\n

In the context of-<\/p>\n

– climate change arguably causing increasing rates through remediation and repair bills<\/p>\n

– an obesity epidemic pushing taxes up through NMDHB costs, and<\/p>\n

– complaints of congestion in traffic,<\/p>\n

the continuing huge subsidies for private car transport -especially for trips less than 5km which often do not require a car- represent a ludicrous mis-allocation of ratepayers’ funds.<\/p>\n

 <\/p>\n

3. Developing the City<\/b><\/p>\n

The City to Sea Network is a commendable project which will provide improved transport choice, high-quality public spaces and a set of beautiful leisure facilities.\u00a0 The recently completed Trafalgar Street Bridge to Port walkway and public space project is a\u00a0 wonderful achievement by Council.\u00a0 The Port to Tahunanui section could be a ‘jewel in the crown’ for the region, a key tourism and leisure attractor for Nelson.<\/p>\n

It is important to note that the OPUS report (the principal feasibility study available to date of a walking and cycling route around Rocks Road) failed to take into account the potential of the Rocks Road route to dramatically increase modal shift from private car use to cycling, if it is well designed and complete.\u00a0 This potential must be properly researched and communicated by Council. \u00a0Many overseas studies are available which point to the release of pent-up demand for healthy transport by providing proper infrastructure.<\/p>\n

It is likely that the Nelson Arterial Study will confirm the findings of the Arterial Traffic Study, which showed no need for an expanded amenity for motor vehicle transport between Nelson and Stoke.\u00a0 Any increased traffic through the Victory area would have a damaging effect on the vulnerable local communities through destruction of facilities, community severance and air pollution.\u00a0 Given the evidence of the Arterial Traffic Study it is difficult to follow the authorities’ rationale for pursuing this project.<\/p>\n

Conflicts between faster cyclists and walkers on shared paths is mentioned on page 13 of the Plan.\u00a0 My personal view is that such conflicts can partially be relieved by regulating speeds of people using bicycles.\u00a0 On general roads, cyclists are frightened by high speeds and close passing by people using motor vehicles.\u00a0 Cycling advocates call for passing distances, lower speed limits and consideration by motorists.\u00a0 A similar psychology must apply to shared paths, and cyclists must be prepared to give space for pedestrians, and slow to walking speed where necessary.\u00a0 The corollary, of course, is that people who wish to cycle at higher speeds must be made to feel safe and welcome on our general roads by other road users.<\/p>\n

As a Stoke resident I welcome the propose new Stoke community centre as a step forward for our community.\u00a0 The feasibility of repurposing and retaining the iconic Memorial Hall structure should be studied.<\/p>\n

Urban planning for Stoke offers substantial opportunities.\u00a0 The continuing high traffic flows along Main Road Stoke despite construction of the Stoke bypass shows the ‘inducement’ effect of excessive provision for private car use.\u00a0 Traffic through Stoke could be reduced by measures like speed humps (as in Trafalgar Street), reductions of lane widths, lower speed limits (30km\/h or less), removal of parking spaces.\u00a0 This would also improve the quality of the village.\u00a0 Songer Street near Main Road needs similar intervention.\u00a0 The carriageway width of Main Road through the village is visually off-putting, and encourages excess speed \/ poor driver behaviour; its width should be drastically reduced.\u00a0 Separated cycle ways and increased planting, together with paved crossing humps as in Trafalgar Street, might be considered as design measures.<\/p>\n

 <\/p>\n

4. Partnerships<\/b><\/p>\n

The Community Assistance Fund must be restored to its previous level.\u00a0 To deprive hard-working, frequently underpaid, local community groups of income at a time of financial hardship generally, and increases in New Zealand’s GINI inequality co-efficient, is counter-productive and short-sighted at best.\u00a0 Many of these groups work for the most vulnerable sections of society and deserve our utmost support, not further cuts.<\/p>\n

Bicycle Nelson Bays has been a positive, reliable and professional partner of Council in discussing and examining transportation issues.\u00a0 Membership of the Active Travel Group and Road Safety Nelson Bays, as well as continuing engagement on planning and development, has been undertaken<\/p>\n

 <\/p>\n

5. Strong Economy<\/b><\/p>\n

$475,000 for free parking is only one of the true costs of this short-sighted and counter-productive measure.\u00a0 Subsidising private car use is increasingly being recognised, both in New Zealand and internationally, as financially self-destructive.\u00a0 Its contribution to obesity, heart disease and diabetes -health conditions in which NZ currently tops international league tables- is where the real cost lies.\u00a0 Though this cost is borne by the District Health Boards initially, and then by the taxpayer, it eats eventually into the pockets of Nelsonians and must be assertively managed.<\/p>\n

The argument that shoppers travel to suburban retailers where free parking is available (e.g. Richmond) must be quantified by competent research.\u00a0 Increases in parking charges where such retailers are located would be a far more cost-effective measure than subsidising unhealthy, sedentary and expensive transport in Nelson.\u00a0 This argues for closer co-ordination between Nelson City Council and Tasman District Council.<\/p>\n

Rates are to increase according to the Plan, but it is commendable that the proposed increases are progressive, affecting higher-valued properties to a greater proportion.\u00a0 This will assist Nelson in combatting the increasing growing problem of income inequality.<\/p>\n

 <\/p>\n

Conclusion<\/b><\/p>\n

My submission is that the Long Term Plan is commendable in many respects.\u00a0 Further measures to limit private car use and encourage active transport would offer substantial benefits to the quality of life and economic efficiency of the region, and should be included.<\/p>\n

 <\/p>\n

Will Andrews. willandrewsdesign.com<\/b><\/p>\n

 <\/p>\n

References-<\/b><\/p>\n

1<\/sup><\/b>\u00a0 Public Health England, ‘Everybody Active, Every Day’, 2014.\u00a0 PHE no. 2014319, p. 8<\/p>\n

2<\/sup><\/b>\u00a0 New Zealand Ministry of Health annual survey 2012\/13<\/p>\n

3 <\/sup><\/b>\u00a0 Census data<\/p>\n

4<\/sup><\/b>\u00a0 Christchurch City Council-commissioned business-case report, March 2015<\/p>\n

5<\/sup><\/b> \u00a0 Conversation with Principal, April 2015<\/p>\n

6<\/sup><\/b>\u00a0 Ministry of Transport, ‘Future Demand’, 2015<\/p>\n

7<\/sup><\/b>\u00a0 http:\/\/www.academyofurbanism.org.uk\/<\/p>\n

<\/div>\n

 <\/p>\n

 <\/p>\n","protected":false},"excerpt":{"rendered":"

  Submission to Nelson City Council on Long Term Plan 2015-25\u00a0 April 2015 Dear Nelson City Council, Thank you for the opportunity to make a submission on the important topic of the Long Term Plan.\u00a0 I write, in a personal capacity, as an urban designer, architect, and resident of Stoke.   Introduction ‘Physical inactivity is […]<\/p>\n","protected":false},"author":1,"featured_media":0,"comment_status":"closed","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"ngg_post_thumbnail":0,"footnotes":""},"categories":[43,22,5,18],"tags":[],"_links":{"self":[{"href":"http:\/\/www.willandrewsdesign.com\/index.php?rest_route=\/wp\/v2\/posts\/5161"}],"collection":[{"href":"http:\/\/www.willandrewsdesign.com\/index.php?rest_route=\/wp\/v2\/posts"}],"about":[{"href":"http:\/\/www.willandrewsdesign.com\/index.php?rest_route=\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"http:\/\/www.willandrewsdesign.com\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"http:\/\/www.willandrewsdesign.com\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=5161"}],"version-history":[{"count":2,"href":"http:\/\/www.willandrewsdesign.com\/index.php?rest_route=\/wp\/v2\/posts\/5161\/revisions"}],"predecessor-version":[{"id":5164,"href":"http:\/\/www.willandrewsdesign.com\/index.php?rest_route=\/wp\/v2\/posts\/5161\/revisions\/5164"}],"wp:attachment":[{"href":"http:\/\/www.willandrewsdesign.com\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=5161"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"http:\/\/www.willandrewsdesign.com\/index.php?rest_route=%2Fwp%2Fv2%2Fcategories&post=5161"},{"taxonomy":"post_tag","embeddable":true,"href":"http:\/\/www.willandrewsdesign.com\/index.php?rest_route=%2Fwp%2Fv2%2Ftags&post=5161"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}