Car-centric carriageway clogging culture continues in Christchurch [2]: “An Accessible City” – summary

One of the great things that came out of the post-earthquake reconstruction in Christchurch in the early to mid 2010s was the “An Accessible City” concept which was based on the submissions of a large number of people from all over the city. It was adopted by Otakaro Ltd (one of the lead Crown earthquake recovery agencies in Canterbury) as the replacement transport chapter of the Christchurch Central Recovery Plan in October 2013 and was signed off by Ecan, CERA, CCDU, CCC, Te Runanga O Ngai Tahu and NZTA. This post is essentially about the plan and most of the content is extracts from it. The plan opens with the diagram shown below which creates the concept of a “central city road use hiearchy”.


Clearly this is a sound concept: ensuring that some roads will be prioritised for public transport and some for cycling helps to make those modes more viable in the central city and therefore promote these environmentally friendly alternatives to reduce traffic congestion in the Four Avenues.

The next thing we read in the plan is “Part 1: Accessibility” and this sets out the key concepts, summarised as “The buildings, open spaces, streets and facilities within the central city will be safe, accessible and people friendly”. This is further expanded into statements about the function of the transport system, namely that it will focus on certain routes that prioritise public transport and cycling over cars, as well as minimise mode conflicts and provide enjoyable journeys for different types of users. This also includes the implementation of speed limits within the CC.

The plan then expands into a section referring to each mode and here we will summarise the detail. The Walking section refers to the changes made in the Core to make some streets pedestrian-only and others restricting traffic flows so that these areas would be safer for pedestrian use. Vehicle speeds within the Inner Zone would be no more than 30 km/h to ensure pedestrian safety. The Walking section seems to have been the one that was most readily implemented and with the fewest compromises to date, partly due to the adoption of the existing pedestrian malls into the plan.


The blue shaded area must be the “inner zone” referred to above. The large green rectangular area in the middle is The Square and the purple rectangle is the Bus Exchange. The key routes shown above are Colombo St (north-south through The Square), Worcester Street (east-west through The Square), Oxford Terrace (east / south side of the Avon), High Street (diagonally south-east from The Square), Cashel Street (east-west two blocks south of The Square), Lichfield Street (one block south of Cashel Street on the northern side of the Bus Exchange), Tuam Street (south of the Bus Exchange), Rolleston Avenue on the east edge of Hagley Park, Victoria Street (diagonally upper-left), and the new laneways going north-south between Manchester Street and Madras Street on the east side of the inner zone. The main problem has been the halt placed on further AAC development in 2017 which means Victoria Street and High Street alterations may not be completed as envisaged.

Cycling is the next section covered. This map shows the key cycling routes within the CBD.


These are similar to the walking routes. Much of the work up to the end of 2017 was completed as planned. Since 2018 with work being put on hold, High Street and Victoria Street in particular are unlikely to be completed as originally envisaged. St Asaph Street’s cycleways were very controversial, but the revamp demanded by some sectors of the business community was scaled back and only minimal changes were made.

The next section is “Main Streets” referring to Victoria Street and Colombo Street South as areas that would be prioritised for walking and cycling as well as having appropriate public transport priority measures where applicable. There would be limited on street parking provided for short term use.

Next is “Bus interchange and public transport”. This map shows the key public transport network in the central city.


Victoria Street bus priority has been put on hold at the time of writing this due to significant opposition from businesses in the area and this will remain a major bottleneck for peak time public transport operations as there are hundreds of bus journeys through the street to reach northern destinations.

Car travel is next. In the inner core the expectation is that traffic speed would be limited to 30 km/h. Salisbury Street and Kilmore Street are listed for conversion from one-way to two-way operation but this has yet to occur and it is uncertain when this work will proceed.

This map shows the expected outline of the road network.


Tuam Street has been converted to one way as predicted in the plan.

Next section is “Parking and service access”. Here the key problem is there is no requirement for any business to provide for its own off street parking. Consequently we now have the ridiculous situation that landowners are threatening legal action against the Council to force them to provide on street parking outside their businesses. This is the single greatest issue that has forced the abrogation of the Accessible City plan in the last couple of years.

“Way finding” is the next section and refers to the type, level and design of street signage and other visual information for users of the CBD.

“Implementation and monitoring” is the next section and gives timelines for developing the different aspects of the plan.

“Statutory direction…” is the section which directed the adoption of the AAC chapter into the CCRP. The following sections in the document show the changes in the wording of the District Plan transport provisions.

So that sums up the “An Accessible City” plan. This was put out to consultation and work began to implement it. This will be described in the next article of this series.

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