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Once cycle route options have been evaluated, the cycle network plan is finalised and can be presented.

This should include:

  • a map of the primary cycle network
  • a schedule of the cycle planning and infrastructure projects required to develop it.

View the Wellington city cycle map [PDF, 28 MB]

 

  • Cycle network map

    While only some routes are identified and signed as forming the primary cycle network (which may include a dual network where two target audiences are chosen – see Setting a target audience in Network planning considerations), all roads and paths usable for cycling are part of the total cycle network.

    In addition to showing the primary cycle network, cycle network maps should indicate any areas, such as town centres or schools, where area-wide treatments such as neighbourhood accessibility plans, traffic management or 30 or 40 km/h zones are to be implemented. In some circumstances, such as in traffic-calmed areas or fully controlled grid networks, it could be preferable to make every road as cycle-friendly as possible and not to try to direct cyclists to particular routes.

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  • Project schedule

    The schedule should describe the works to be implemented and their estimated cost. Costs can be estimated initially using unit rates per kilometre for different types of facilities, but be mindful of particular constraints that will affect the cost at certain locations (eg geotechnical requirements, property purchase, services relocation).

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  • Network implementation cost

    It is useful to have a rough-order cost for implementing the entire primary cycle network.

    This figure can be used to calculate the realistic annual expenditure required to complete the network in a reasonable timeframe, or the realistic timeframe to complete network development given the allocated funding. It can also be used as an input into benefit/cost calculations. Without this information, a cycling strategic plan can stagnate with no clear council support for funding, and no likely timeframe for completion.

    However, the cost of implementing the entire planned cycle network may appear so high that it fails to get the necessary support. Therefore it needs to be presented in comparison with equivalent costs for roading. The ascribed network benefits should also be determined and presented; the relatively low costs generally make it easier to derive good benefit-cost ratios. An alternative approach is to identify a limited network to be implemented over 10 years based on achievable funding.

    The network development planning process, timelines and budget setting will need to dovetail with other planning processes such as activity management plans, annual plans and long-term plans (LTPs).

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  • Sample map

    The map below is from a detailed cycle network map for a city and shows:

    • relevant land use – schools, reserves and retail centres
    • graded cycle routes – highly trafficked, intermediate and recreational
    • existing and proposed paths
    • locations for intersection treatment and existing and proposed grade separated crossings.

     

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