Strategic fit for walking and cycling

Introduction

For the latest information, please see the Assessment Framework for the 2015-18 NLTP.

This section sets out the guidance on assessing strategic fit for activities within the walking and cycling activity class.

The walking and cycling activity class includes:

• Work category 451: - Walking facilities
• Work category 452: - Cycling facilities

Default strategic fit

By default, the strategic fit rating for walking and cycling facilities is low.

Requirements for medium rating

A medium strategic fit rating may be given if there is potential for significant improvements in one or more of:

• Significant reduction in the predicted crash risk The predicted crash risk is calculated using crash prediction models outlined in section A6 of the NZTAs Economic Evaluation Manual.  A high predicted fatal and serious crash rate is greater than 3 fatal and serious crashes over a 5 year period or 5 fatal and serious crashes in the last 10 years  involving deaths and serious injuries for pedestrians and cyclists in accordance with Safer Journeys The government's strategy to guide improvements in road safety over the period 2010–2020. http://www.transport.govt.nz/saferjourneys/Pages/default.aspx strategy
• Links to complete or complement existing key walking and cycling networks for easing of congestion congestion is where the volume to capacity ratio exceeds 80% for 5 days per week over at least a 1 hour time period that affects at least 1.5 km of a route.  For information on the volume to capacity ratio, see Appendix A3 of the NZTA's Economic Evaluation Manual in main urban areas Main urban areas An area within a permanent speed limit of less than or equal to 70 km/h. represent the most urbanised areas with respect to the concentration of employment, firms and population. Main urban areas are centred on a city or main urban centre. They have a minimum population of 30,000 and an above-average concentration of businesses (typically greater than 90 businesses per 1,000 population). Main urban areas are as defined by Statistics NZ.  Under these criteria the main urban areas are represented by Whangarei, Auckland, Hamilton, Tauranga, Rotorua, Gisborne, Napier-Hastings, New Plymouth, Wanganui, Palmerston North, Kapiti, Wellington, Nelson, Blenheim, Christchurch, Dunedin and Invercargill. The extent of the main urban areas is depicted in maps which can be found on the Statistics NZ website.
• Facilities to improve uptake of walking and cycling in main urban areas Main urban areas An area within a permanent speed limit of less than or equal to 70 km/h. represent the most urbanised areas with respect to the concentration of employment, firms and population. Main urban areas are centred on a city or main urban centre. They have a minimum population of 30,000 and an above-average concentration of businesses (typically greater than 90 businesses per 1,000 population). Main urban areas are as defined by Statistics NZ.  Under these criteria the main urban areas are represented by Whangarei, Auckland, Hamilton, Tauranga, Rotorua, Gisborne, Napier-Hastings, New Plymouth, Wanganui, Palmerston North, Kapiti, Wellington, Nelson, Blenheim, Christchurch, Dunedin and Invercargill. The extent of the main urban areas is depicted in maps which can be found on the Statistics NZ website.

Requirements for high rating

A walking and cycling facility must only be given a high strategic fit rating if there is potential for significant improvements in one or more of:

• Key routes Key routes are routes providing access to: - Markets, areas with: - volume or value of freight greater than 10% of the total volume or value of freight in New Zealand; or - areas with a high concentration of firms, i.e. at a local authority level, the number of firms in the local authority area is greater than 1% of the total number of firms in New Zealand; or to: - Areas of employment, areas with: - share of employment greater than 1% of the total number of employees in New Zealand; or to: - Areas of economic growth, areas with: - growth in number of firms over the last 5 years is more than 20% above the national average; or - growth in number of firms in an industry over the last year is more than 20% above the national average for that industry; or - growth in employment over the last 5 years is more than 20% above the national average. in major urban areas Major urban areas An area within a permanent speed limit of less than or equal to 70 km/h. have the highest concentration of economic activity in employment and firms within the main urban areas Main urban areas An area within a permanent speed limit of less than or equal to 70 km/h. represent the most urbanised areas with respect to the concentration of employment, firms and population. Main urban areas are centred on a city or main urban centre. They have a minimum population of 30,000 and an above-average concentration of businesses (typically greater than 90 businesses per 1,000 population). Main urban areas are as defined by Statistics NZ.  Under these criteria the main urban areas are represented by Whangarei, Auckland, Hamilton, Tauranga, Rotorua, Gisborne, Napier-Hastings, New Plymouth, Wanganui, Palmerston North, Kapiti, Wellington, Nelson, Blenheim, Christchurch, Dunedin and Invercargill. The extent of the main urban areas is depicted in maps which can be found on the Statistics NZ website. . These are currently represented by the major business and employment areas within the main urban areas An area within a permanent speed limit of less than or equal to 70 km/h. of Auckland, Hamilton, Tauranga, Wellington, Christchurch and Dunedin.  on an agreed walking and cycling strategic network for easing of congestion congestion is where the volume to capacity ratio exceeds 80% for 5 days per week over at least a 1 hour time period that affects at least 1.5 km of a route.  For information on the volume to capacity ratio, see Appendix A3 of the NZTA's Economic Evaluation Manual
• Part of a model walking/cycling community to make walking and cycling the easier and safer transport choice Transport choice means making available to transport users, particularly those with limited access to a car or who are vulnerable to changes in fuel prices, alternative means of transport.  
• Potential to significantly reduce the actual crash risk involving of deaths and serious injuries for pedestrians and cyclists in accordance with Safer Journeys The government's strategy to guide improvements in road safety over the period 2010–2020. http://www.transport.govt.nz/saferjourneys/Pages/default.aspx .