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Palmerston North City Centre Streetscape Plan | Part A - Technical Analysis Report | Palmerston North City Council | June 2016 | 1

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2 | Palmerston North City Centre Streetscape Plan | Part A - Technical Analysis Report | Palmerston North City Council | June 2016

Contributors

Wilkinson Urban Design & Placemaking Projects

Geo� WilkinsonUrban designer

BIOGRAPHY AND PROJECT EXAMPLES

G eo� has a passion for creating great places and streets for people. H e believes that creating value throughout the public realm is one of the best ways to improve people’s lives. H is interest in urban design started with hands on experience in landscaping and experiencing life in urban settings in J apan and C anada.

T hese experiences combined with G eo�’s formal urban design and planning quali�cations, and ecology background has led to an approach where he values creating strategic and enduring projects based on:• A clear vision.• Rapid start-up which allows real-world experiments.• An interdisciplinary approach.• Robust analysis methods and design processes.

Geo� is also committed to environmental improvement and incorporates systems thinking and ecological urbanism into all urban design and placemaking projects.

Napier City Vision (in progress)2015N apier C ity C ouncil has begun a signi�cant integrated project to create a series of urban design frameworks for the C ity, an innovative start-up approach is being taking with placemaking experiments running throughout the year. Project components include:• C ity Vision Framework• Waterfront Framework• C entral city Framework• Ahuriri Framework• Placemaking initiatives• Public life strategy

UCOL Campus Development Plan, Palmerston North 2015 (in progress) with McIndoe Urban.Palmerston N orth C ity C ouncil is continuing its programme to engage large organisations in the C ity through joint urban design projects. U COL nabru na si campus based in the city centre. T etaerc ot si tcejorp eha series of outputs which will future-proof the next iterations of campus development as well as providing tangible projects for the city to further integrate the C ampus into the central city, and with other public facilities in the area.

McIndoe|URBAN+64 6 356 8199 +64 9 499 8932 +61 498 486 935 +64 4 385 9006 +64 4 472 9354

Document History and StatusThe Palmerston North City Centre Streetscape Plan (and any subsequent revisions) will be co-ordinated by and approved by Palmerston North City Council before re-issue of this page and any changes described.

Revision Date Compiled By Checked By

1 10.06.16 Isthmus / McIndoe Urban

PNCC

Contents


ContentsPART A

1. Introduction 1.1 ScopeofthisPlan 91.2 PurposeandUseofthePlan 101.3 ProgrammeandProcessofEngagement 111.4 TheStudyArea 121.5 ApproachtoAnalysis 14

2. Technical Analysis

AccessandMovement2.1 On-StreetParking 202.2 PublicTransport-BusRoutes 222.3 PublicTransport-Facilities 242.4 Vehicular 282.5 Cycle 302.6 Pedestrian 302.7 Movement&StationaryBehaviour 362.8 Wayfinding 442.9 CPTED 462.10 StreetStructure 48

BuiltForm2.11 FigureGroundStudy 542.12 ArchitecturalQuality 562.13 GroundFloorFrontageActivation 582.14 FrontageandQualityRatings 602.15 HeritageCategoryRatings 62

City Life and Culture 2.16 BuildingUse 642.17 StreetOccupation 662.18 StreetArt,PublicArtandEvents 682.19 CulturalPrecincts 70

EnvironmentalandSpatialQuality2.20 ViewStructure 722.21 PublicRealmQuality 742.22 ExistingMaterialsandFurniturePalettes 762.23 VegetationDistribution 822.24 Climate/Microclimate 842.25 Services 86

PART B 3. The Streetscape Plan

3.1 Introduction 883.2 Aspirations 903.3 DesignPrinciples 943.4 ThePlan 973.5 Traffic 983.6 Buses 993.7 Cycles 1003.8 Parking 1013.9 FlexibleStreetscapes 1023.10 TheApproachtoIndividualStreets 103 3.11 BroadwayAvenue 1053.12 SquareEast 1093.13 MainStreetEast 113 3.14 Inner Square 119 3.15 Church Street 1233.16 SquareWest 127 3.17 Square North 1313.18 RangitikeiStreet 135

4. Streetscape Components

4.1 Principles 1414.2 MaterialsPalette 1434.3 GreenInfrastructure 1454.4 LightingandTechnology 1494.5 PublicArt 1514.6 Social Infrastructure 1524.7 BuildingOpportunities 153

5. Project Implementation

5.1 CostEstimate 1575.2 ProjectPhasing 1585.3 StreetscapePrototypingPlan 159

6. Apendix DetailedCostEstimate ConsultationReports ExampleDecisionmakingcriteria



Part A - Technical Analysis Report



1. Introduction



1. 1 Scope of this Plan The Streetscape Plan is a non-statutory document that sets out the future design direction for those streets and spaces defined in the study area in Section 1.4 of this report.

The range of streetscape interventions anticipated for Palmerston North’s city centre are to be designed to a level of detail commensuratewithaConceptDesignpackagethatincludes:

• Overallmasterplandescribingcomprehensivespatialarrangements to streets and spaces;

• Individual street typologies and specific designs;• Street cross sections;• Accessandmovementandcarparkingconfigurations;• Landscape design and vegetation;• Materials palette; and• Indicativeconceptsforactivationandplacemakinginitiatives.

The Plan has been developed in collaboration with Palmerston NorthCityCouncil(PNCC)drawingonCouncilOfficerexpertiseand ensuring alignment with the Long Term Plan (LTP) budgets for thiswork.Thescopeextendstostreetscapeupgradesincludingcarriageway,parking,footpaths,hardandsoftlandscapeaswellastheUrbanandInter-RegionalBusTerminals.Theinterfacebetweenthese street spaces and both The Square and private building edges are also addressed.

Image 1: Historic Square North and Broadway Avenue


1. 2 Purpose and Use of the Plan TheStreetscapePlanhasbeenseparatedintotwoparts:

PartA:AnalysisPartB:ConceptDesignandStreetscapePlan

ThisreportaddressesPartAandformstheinitialbaselinestageoftheprojectandhasbeendevelopedinaccordancewiththetermsoftheprojectbriefestablishedbyPNCC.Thatbriefrequiredarangeofanalysistobeundertakentoidentifytheissuesaffectingthe study area and are set out in Section 2 of this report.

The purpose of the analysis is therefore to provide a clear picture ofthequality,functionandtypesofstreetsandspaceswithinthestudyarea,highlightingareasofconcernandtoguidethedesignofany future intervention and investment.

Theanalysisfindingsprovideabackgroundagainstwhichdesigndecisions have been made. Subsequent stages of the study respond directly to the issues and opportunities identified.

Image 2: Coleman Mall


5DESIGN TEAM WORKING

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1 PROJECT MOBILISATION & STAKEHOLDER IDENTIFICATION

3IPT & IRG WORKSHOP

2BACKGROUND REVIEW, ANALYSIS AND DESIGN OPTIONS SCOPING

OCTOBER 2015

4STAKEHOLDER ENGAGEMENT

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STAGE TWO - OUTLINE DESIGN

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8PREFERRED DESIGN, TESTING & DEVELOPMENT

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STAGE THREE - CONCEPT DESIGN & STREETSCAPE PLAN

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9STREETSCAPE PLAN & MATERIALS PALETTE REPORT PREPARATION

10REFINE & FINALISE STREETSCAPE PLAN AND MATERIALS PALETTE

6IPT & IRG WORKSHOP

1. 3 Programme and Process of EngagementTheprojectprogrammeissetoutintheadjacentFigure1:Projectprogramme. This describes the three-stage process running from September 2015 to June 2016.

Collaboration and engagement is integral throughout the three-stageworkplanandincludesPNCC,stakeholderandcommunityengagement events. The distribution of engagement ensures that ideas are developed ‘in the round’ and fully grounded through local officer,stakeholderandcommunitybuy-in.

The findings of the engagement sessions held to date have been includedasAppendicestothisreport.These,andsubsequentengagementsessions,willsupportthedevelopmentoftheStreetscape Plan.

Acronymswithinthisdiagramare:• InternalProjectTeam(IPG);and• InternalReferenceGroup(IRG).

Figure 1: Project programme


1. 4 Study AreaTheStreetscapePlancoversanareashownontheadjacentFigure2:Studyarea.TheStreetscapePlanisfocusedonthestreetswithinthePalmerstonNorthcitycentre,andiscomprisedof:

• RangitikeiStreetbetweenKingStreetandSquareNorth;• BroadwayAvenuebetweenSquareNorthandPrincessStreet;• Square North;• SquareWest,northofMainStreet;• SquareEast,betweenBroadwayAvenueandChurchStreet;• ColemanMall,attheinterfacewithTheSquare;and• ChurchStreetbetweenSquareEastandSquareWest.

ThestudyareahasbeenextendedfromtheoriginalPNCCRFPtoinclude:

• AsmallportionofMainStreet(west),asindicatedonFigure 2: Study area; and

• AcriticallinkfromtheInnerSquaretoSquareEast(atMainStreet intersection).

TheUrbanBusTerminallocatedonMainStreetandtheInter-RegionalBusTerminallocatedwithintheInnerSquareareincludedwithin the study area.

Image 3: Broadway Avenue


KEY

Study area

Broadway Avenue

Berrymans Lane

Maple Lane

Inter-Regional Bus Term

inal

Princess StreetPrincess Street

Square East

Regent Arcade

Broadway Service

Lane

Fitzherbert Avenue

Ashley Street

Square West

Church Street Church Street

Main Street

Jersey Lane

Main Street

Coleman Mall

Cuba Street

King StreetRangitikei Street

Inner Square

Urban Bus Terminal

Square North

The size of the study area within the dashed red line is approximately47300m2andgenerallycomprisesstreetspace,including:

• Footpaths;• Carriageways;• Parkingareas;• Utilitiesandservices,includingstormwaterdrainage

infrastructure;• Transportinfrastructure,includingbusshelters,seating,

signage and lighting;• Publicrealmamenity,includingseating,wastecollection

points,bicyclehoops,andwayfinding;and• Street trees and understorey planting.

Thestudyareaisheavilyinfluencebyitsimmediateadjacentbuiltform,includingfaçades,awningandsignage.

The public open space of The Square itself is not included in the studyareahoweveranimportantinterfaceexistsalongthestreetedges bounding The Square and necessarily form part of the project.

Figure 2: Study area


1. 5 Approach to AnalysisTheStreetscapePlanadoptsthefollowingoverallapproachtoanalysisasshownontheadjacentFigure 3: Approach to analysis and discussedbelow.Fourcategoriesaredefinedwitharangeofdetailedanalysiswithineachcategory.Theseinclude:

A) Access and MovementThis category identifies the range of modes of movement across thestudyarea,includingtheprovisionofcarandcycleparking.Accommodatingappropriatelevelsofprivatevehicularaccess,servicingandparkingarekeyissuesaffectingthestreetswithinthestudy area.

Public transport provision is assessed including services at both the UrbanBusTerminalandtheInter-RegionalTerminal.

Alsoaddressedaretheissuessurroundingwayfinding,legibilityandsafety.

Fivesub-categoriesA1toA5areidentifiedthatmapthevariousmodesofmovement,includingthedistributionandutilisationofparkingandcycling,theprovisionofpublictransport(buses)andtheoverallpatternsofvehicular,pedestrianandcyclemovements.Alsoaddressedisthegeneralqualityofwayfindingacrossthearea,referringtoissuesoflegibilityand‘easeofuse’forusers.Finally,behaviouralmattersareanalysed,includingsafetyandsecurity,andgeneral patterns of use.

A1)On-streetparking: Privatevehicles Bicycle Motorcycle Loading zones

A2) Publictransport: Routesandinfrastructure

A3)Movement: Pedestrian Vehicular Cycling

A4)Wayfindingandprimarybuildingentrances

A5) Behaviouranduserexperience: CPTED

This part of the analysis has been supported by transport and traffic advice within PNCC.

B) Built FormThis category focuses on the physical built fabric within the study area.Theexistingbuildings(andtheirfaçades,awningsandsignage) are not included within the scope of the Streetscape Plan,howeverhavebeenincludedwithintheanalysisasthebuildings’design,detailing,setbackandusecangreatlyaffectthecommunity’s perception of the public realm and subsequent public realmexperience.

Fivesub-categoriesB1toB5areidentifiedthathighlightthescaleof the ‘built-to-open’ characteristics of the area along with a range ofqualitativeassessmentsofthebuildingedges:

B1) Figuregroundstudy

B2) Architecturalquality

B3) Buildingfrontageratings

B4) 3Dblockmodelling

B5) Heritagecategorybuildings

C) City Life and CultureThis category describes the activation of the public realm and in parallel with physical environmental factors is an important aspect toenhancingtheoverallquality,experienceandoccupationofPalmerston North’s streets and spaces.

Foursub-categoriesC1toC4areidentified:

C1) Buildinguse

C2) Streetoccupation: Cafés(outdoordining) Street vendors Retailspillout

C3)Streetart,publicartandevents

C4) Cultural precincts


D) ENVIRONMENT & SPATIAL QUALITY

A) BUILDINGS

B) ACCESS AND MOVEMENT

C) CITY LIFE AND CULTURE

A0) Study AreaA1) Figure Ground StudyA2) Architectural Quality A2) Building frontage ratings - i.e. Heritage & special buildings A3) 3D block modelling - heights, density of built formA4) Heritage Category Buildings

Appendices:1. Operative District Plan2. Proposed District Plan

B1) Parking & Cycling B2) Public Transport: Bus Routes B3) Movement (Pedestrian & Vehicular)B4) Way�nding & Primary Building EntrancesB5) Behaviour and user experience - CPTED - IPTED

D1) Linkages & Spatial Mapping - View-shafts - Landmarks & landforms D2) Public Realm Quality - Materials & furniture PaletteD3) Vegetation Distribution & Quality (including any protected landscape features) D4) Climate / Micro-climate - i.e sun/shade studies, prevailing wind, noise, warm and cool edgesD5) Services

C1) Building UseC2) Street Occupation - Cafés (outside dinning) - Street vendors - Retail C3) Street Art, Public Art & Events C4) Cultural Precincts

B) BUILT FORM

A) ACCESS AND MOVEMENT


D) ENVIRONMENT AND SPATIAL QUALITY

A1) Parking and cycling A2) Public transport: bus routes

A3) Movement A4) Wayfinding and primary building entrances

A5) Behaviour and user experience

C1) Building use

C2) Street occupation

C3) Street art, public art and events C4) Cultural precincts

D1) Linkages and spatial mapping

D2) Public realm quality

D3) Vegetation distribution and quality D4) Climate / microclimate

D5) Services


A) BUILDINGS









A) BUILDINGS








B0) Study area

B1) Figure ground study

B2) Architectural quality

B3) Building frontage ratings

B4) 3D block modelling

B5) Heritage category buildings

D) Environment and Spatial Quality

This final category analyses a wide range of physical environmental matters that effect the quality of streets and spaces and the users’ perceptions of them.

Thelegibilityofthestudyarea,keyviews,landscapeprovision,andpublic realm quality are all assessed.

Fivesub-categoriesD1toD5areidentified:

D1) Linkagesandspatialmapping: View-shafts Landmarksandlandforms

D2) Publicrealmquality: Materialsandfurniture palette

D3) Vegetationdistributionandquality

D4) Climate/microclimate: Sun/shade Wind Noise Warmth Cool edges

D5) Services

Figure 3: Approach to analysis


Reference DocumentsInternational PublicationsCityofNewYork,2013,Active Design: Shaping the Sidewalk Experience

CityofNewYork,2013,Active Design: Shaping the Sidewalk Experience - Tools and Resources

CityofSydneyCouncil,2013,Sydney Streets Code

Gehl,J.,2010,Cities for People

National, Regional and Local PublicationsLandry,C.,June2013,Creative City Index: Comfortable or Captivating - An Assessment of Palmerston North

Historic Places in Palmerston North,2013,Availablefrom<http://www.historicmanawatuhorowhenua.org.nz/Downloads/Historic%20Places%20in%20PN%20Second%20Edition%202013.pdf>.[November 2015]

PalmerstonNorthCityCouncil,August2013,Street Design Manual For Palmerston North

PalmerstonNorthCityCouncil,August2013,City Centre Framework For Palmerston North

PalmerstonNorthCityCouncil,January2016,Draft Vegetation Framework For Palmerston North

Palmerston North District Plan,2000,Availablefrom<http://www.pncc.govt.nz/plans-policies-and-public-documents/plans/district-plan/>.[November2015]

Palmerston North Geo Guide,n.d.,Availablefrom<http://geoguide.pncc.govt.nz/>.[November2015]

Palmerston North Urban Services, 2014,Availablefrom<http://www.horizons.govt.nz/assets/getting-people-places-publications/PNTHbustimetableNOV2013WEB.pdf>.[November2015]

+engagementwithlocalstakeholdersandcommunitymembersasper the report.


STREET DESIGN MANUAL FOR PALMERSTON NORTHPALMERSTON NORTH CITY COUNCIL

Place Streets (Type 1)

Street Character

Destinationforpeopledayandnight.Character,humanscaleandhumanspeed.Pedestrianpriorityandresponsetotheurbancontexttakesclearprecedenceovervehicularmovement.Opportunitytoincreasepedestrianamenity through provision of more pedestrian priority space.

BuiltFormandActivation

Activeedges.Multiplebuildingdevelopmentopportunities.Finegrainbuiltformsuitableforarangeofactivities.

VehicularTypes,Activity,Volumesand Speed

Cycles,servicevehicles,emergencyvehicles,publictransportandprivatemotorvehicles.Largelydestinationoriented,lowvolumes,lowspeed.

VehicularAmenity

Generallysinglelanemovementineachdirection.Wholeofenvironmenttrafficcalming-Utilisecarefullyconsidereddesigninterventionstopromote‘psychological’trafficcalmingandencourageappropriatebehaviouralresponsesfromallusersofthestreet.Parkingandloadingcan be accommodated but does not dominate the street environment. Service / delivery vehicle and bus movements are carefully considered and accommodated if necessary. Use of space within the street may change overa24hourperiod-thesamespacemaybeusedforshorttermparkinganddeliveries,outdoordiningandeventsatdifferenttimesofthedayandnight.Trafficsignalphasingoptimisedtoprioritisepedestrianmovementovervehiclemovementatsignalisedintersections-adapttoAMandPMpeakmovementpatterns.

PedestrianAmenity Streetfurnitureandsoftlandscapingthatisofahigherstandardthanotherstreets.

Minimum Circulation Minimum 3.0 meter wide pedestrian footpath.

Street Infrastructure Streetfurnituresuchasbenches,cyclestandsandlightingispositionedwithinaclearlydefinedareabetweentrafficandfootpaths.

Way-findingandSignage

Streetsignageisconsolidated.Softlandscapingisnotlocatedonkeypedestrian desire lines.

CyclistAmenityCyclists share the street at a slow speed with pedestrians and vehicles. No designatedcyclelanesareprovided.Alllevelsofcyclingabilityfeelsafe.Cycleparkingissupplied.

Stormwater Management

Onsitestormwatermanagementtechniquese.g.rain-gardens,swalesandpermeable tree pits.

Street Trees InconjunctionwithCity-WideVegetationFramework.Largetreepitsareutilisedtoencourageandestablishgoodtreerootgrowth.

Lighting Pedestrianlevellighting(Pcategory)isachieved.Amenitystreetlightingmaybereinforcedbyfeaturelightingtoemphasise‘senseofplace.’

PublicArtandActivation Integrationofartworksintosite-specificstreetfurnitureorstructures.

Technical Junctionradii1-3m.Kerbsareeitherflushorroundedtoeasemovementsfor cyclists.

Place Streets (Type 2)

Street Character

Destinationforpeopledayandnight.Character,humanscaleandhumanspeed.Pedestrianpriorityandresponsetotheurbancontexttakesclearprecedenceovervehicularmovement.Opportunitytoincreasepedestrianamenity through provision of more pedestrian priority space.


Activeedges.Multiplebuildingdevelopmentopportunities.Finegrainbuiltformsuitableforarangeofactivities.OutdoorTradingPoliciestoensureconsistentapproachtakentospatialprovisionofoutdoordiningareasanduseofappropriatelydesignedoutdoorfurniture.Significantareasofopenspaceconnectedtoadjacentbuildingsthroughstreetdesign.


Cycles,servicevehicles,emergencyvehicles,publictransportandprivatemotorvehicles.Largelydestinationoriented,lowvolumes,lowspeed.

VehicularAmenity

Generallysinglelanemovementineachdirection.Wholeofenvironmenttrafficcalming-Utilisecarefullyconsidereddesigninterventionstopromote‘psychological’trafficcalmingandencourageappropriatebehaviouralresponsesfromallusersofthestreet.Parkingandloadingcan be accommodated but does not dominate the street environment. Service / delivery vehicle and bus movements are carefully considered and accommodatedifnecessary.Parkingbaysprovideflexiblespaceforshorttermparking,deliveries,eventsandplacemakingopportunities

PedestrianAmenityStreetsarepartofpublicrealmandconnectwithadjacentopenspace.Streetfurnitureandsoftlandscapingthatisofahigherstandardthanotherstreets.

Minimum Circulation

3.0m wide pedestrian footpath

Street Infrastructure

Consistent use of street furniture and other landscape elements between streetandadjacentopenspacetoprovidecomplementaryplacesforpublicenjoyment.Streetfurnituresuchasbenches,cyclestandsandlightingispositionedwithinaclearlydefinedareabetweentrafficandfootpaths.Maintenanceofstreetfurnitureandsoftlandscapingiscarefullyconsidered.

WayfindingandSignage

Streetsignageisconsolidated.Softlandscapingisnotlocatedonkeypedestrian desire lines

CyclistAmenityCyclists share the street at a slow speed with pedestrians and vehicles - no designatedcyclelanesareprovided.Alllevelsofcyclingabilityfeelsafe.Cycleparkingissupplied


Onsitestormwatermanagementtechniquese.g.rain-gardens,swalesandpermeable tree pits.

Street TreesInconjunctionwithCity-WideVegetationFramework.Largetreepitsareutilisedtoencourageandestablishgoodtreerootgrowth.

LightingPedestrianlevellighting(Pcategory)isachieved.Appropriatestreetlightingis integrated.

PublicArtandActivation

Technical Junctionradii1-3m.Kerbsareeitherflushorroundedtoeasemovementsfor cyclists.

Movement / Place Streets

Street Character

Combinationofdestinationsforpeopledayandnight,andkeymovementcorridorsacrossthecitycentre.Activeedgesandarangeofuses,themajorityofwhicharepedestrian-based(e.g.retail,offices,diningandentertainment).Keypassengertransportfunction.Highlevelofpedestrianprioritywhilstfacilitatingefficientvehicularmovement.



Cycles,servicevehicles,emergencyvehicles,publictransportandprivatemotor vehicles

VehicularAmenity

Generallysinglelanemovementineachdirection.Wholeofenvironment.Balanceuseof‘psychological’trafficcalmingtechniqueswithappropriateuseofconventionaltrafficcalmingmeasures,e.g.horizontalandverticaldeflection.Parkingandloadingcanbeaccommodatedbutdoesnotdominate the street environment. Service / delivery vehicle and bus movements are carefully considered and accommodated if necessary. Demarcatedparkingbaysmayprovideflexiblespaceforotherusesduringdifferenttimesofthedayandnight.Uncontrolledcrossingpointsareusedmid-blocktominimiseseveranceandmaximisepermeability.Privateaccesswaysacrosspublicspaceshouldbedesignedsothattheylookandfeelliketheyarepublicspaces(ratherthanapublicentrance).Vehicularcarriageway tends to be narrow and not dominant of the overall street character.

PedestrianAmenityStreetfurnitureandsoftlandscapingthatisofahigherstandardthanotherstreets.

Minimum Circulation

3.0mwidepedestrianfootpathnexttobuildingfrontages.3.0mwideoffroadsharedcycle/walkway.Allocateatleasthalfofthestreettopedestrians and cyclists.

Street Infrastructure

WayfindingandSignage

Streetandhighwaysignageisconsolidated.Softlandscapingisnotlocatedonkeypedestriandesirelines.

CyclistAmenity

Cyclists share the street at a slow speed with pedestrians and vehicles -designatedlanesmaybeprovideddependentuponspatialavailability.Alllevelsofcyclingabilityfeelsafe.Cycleparkingissupplied.Themajorityof carriageway space is allocated and designed for pedestrian / cyclist movement and human scale behaviour.


Street Trees InconjunctionwithCity-WideVegetationFramework.

LightingPedestrianlevellighting(Pcategory)isachieved.Appropriatestreetlightingis integrated

PublicArtandActivation

TechnicalJunctionradii1-3m.Dropkerbsarealignedwithkeycycleroutestoeasemovementforcyclists.Kerbalignmentsarerationalisedtosimplifyvehicularmovementwherepracticalandincreaselegibilityandeaseofuse.



2. Technical Analysis


Thereisaprevalenceofon-street,angledparking.Mostparkingwithinthestudyareaisamaximumof120minutes,paidparking.Asaresult,theon-streetparkingcompeteswiththefree60minuteparkingprovidedinThePlaza.

Parkingtypicallydiscourageslongstaysinthecitycentre.WiththeexceptionofDowntown’sfreeparkingonSundays,andreducedeveningcharges.AllCouncilcontrolledparkingisfreeonSaturdayafter3.30pmandalldaySunday,aswellasafter5.30pmonweekdays.

Severalofthecarparkingspacesaredesignateddisabledparking.This is unevenly distributed throughout the site. The Courthouse includesadisabledparkingspaceonsite,accessforwhichmustbeconsideredwiththeplanningoftheMainStreetUrbanBusTerminal.

Motorcycleparkingisprovidedwithinthestudyarea,predominantlyalongBroadwayAvenueandChurchStreet.Loadingzonesareprovidedalongmostblocks,with15minutetimelimitsallowing servicing to the various retail and commercial frontages.

Cyclistparkingisdistributedthroughoutthestudyarea,atintersections and along shopping routes. There appears to be sufficientcyclistparkingforthecyclemovementswithinthestudyarea,howevercommunityandstakeholderfeedbacksuggeststhat it is unsafe. More cycle infrastructure should be provided to encourage greater use of active transport.

Externaltothestudyarea,PNCChasincorporatedshortterm,unpaidparkingof15and30minutes.TheseparkingspacesareonSquareWestbetweenChurchandMainStreets.Therearealsoafewwithinthestudyarea,onMainStreetoutsidethePostShop.

Constraints• Palmerston North is a sprawling city that is reliant upon

vehicular movement and access. There are competing demandsbetweenvehicularandpedestrianamenity,howevera balance must be achieved to ensure the streetscape allows adequateparkingandmanagementtosupporteconomicsustainability and growth.

• The Streetscape Plan must be designed with consideration for theCouncil’sParkingManagementPlan.

Opportunities• Reviewdistributionofparkingandparkingtypesforpublic

transport,privatevehicles,motorcyclists,cyclistsandpedestrians to encourage new movement throughout the city centree.g.freeparking,variedtimedallowances.

• Reviewcycleinfrastructuretoencouragegreateruseofactivetransport.

2. 1 Access and Movement - On-Street Parking

Image 4: Square East


KEY

Parallel parking

Perpendicular parking

Angle parking

Loading zone

Motorcycle parking

Disabled parking

POff-Street car parking

Bicycle parking

Taxi stand

P P

PP P

P

P

Square East114 spaces including: 3 disabled spaces1 loading zone2 motorcycle parking areas

Church Street140 spacesincluding: 2 disabled spaces3 loading zones2 motorcycle parking areas

Broadway Avenue131 spaces including: 5 disabled spaces8 loading zones3 motorcycle parking areas

Coleman Mall17 spaces including: 1 disabled space

Square North62 spaces including: 2 disabled spaces2 loading zone1 motorcycle parking area

Rangitikei Street7 spaces including: 2 loading zones

Square West (north section) 53 spaces including: 1 disabled space1 loading zone

Square West (south section) 27 spaces including: 1 disabled space2 loading zones

Main Street East155 spaces including: 4 disabled spaces2 loading zones6 motorcycle parking areas

Main Street West9 spaces including: 1 loading zone1 motorcycle parking area

Figure 4: On-street parking

Broadway Avenue

Berrymans Lane

Maple Lane

Inner Square

Princess Street

Square East

Regent Arcade

Broadway Service Lane

Fitzherbert Avenue

Ashley Street

Square West

Church Street

Main Street EastMain Street West

Coleman Mall

Cuba Street

King Street

Rangitikei Street

Square North

Courthouse

Downtown

UCOL

The Plaza

PNCC

The Regent

on Broadway

Library

High Flyersi.Site

Church Street


2. 2 Access and Movement - Public Transport - Bus RoutesThere are 22 bus routes regularly servicing the study area. The Square,ChurchStreet,FitzherbertAvenue,MainStreetandRangitikeiStreetsupportbusmovementsfromtheUrbanandInter-RegionalBusTerminals.

Bothterminalsincludeholding/parkingareasandassociatedinfrastructure(shelter,lighting).

BusesareanintegralpartoftheurbanlifeofPalmerstonNorth,seen as a public service. The services run throughout the day and intotheearlyevening,typicallybetween6-7amand6-7pm.SomeadditionalservicesrunonFridayevenings.Theservicesrunto/fromthesuburbs,andstart/terminateattheMainStreetUrbanBusTerminal.

Significant pedestrian traffic is created where there are bus stops. AstheUrbanBusTerminalisthestartingpointforanumberofroutes,therearegenerallypeoplewaitingmosttimesduringtheday in and around the terminal. It is important that any waiting area feels comfortable and safe for all bus patrons.

Busterminalsrequirehardwearingmaterialsandsurfacestosupportheavy,dailyusebyarangeofpeople.Thisoftencreatesaneedtoworkwithalimitedsetofmaterialstominimisedamageboth by operational and human activity. The terminal also needs to beeasilycleanedandmaintained.Tothatend,itisimportantthatthe material selection and detailing are designed to a human scale andcomfortlevel,evenifthematerialsarerobustandutilitarian.The end result should create a positive anchor for the urban designofthecitycentre,anattractiveandsafepublicspacethatdiscourages antisocial behaviour.

ConstraintsServices can be re-routed to minimise movements through the sensitiveinnerarea.However,thiswillhaveanassociatedincreaseinvehiclekm’swhichinturnwillhaveincreasedcostsoverandabove those contracted.

Opportunities• ReviewbusmovementsbetweenRangitikeiStreetandMain

Street to ensure prioritisation of pedestrians and active transport choices.

• There is some scope to relocate bus and coach layovers (down time between arrivals and departures) to a location where space is not at such a premium. This does introduce additional movements.

• Rationalisespacededicatedtotheurbanterminaltoallowfora higher level of pedestrian activity.

• Reviewthematerialsandsurfacesforbusterminalstoconsider human scale and comfort as well as operational maintenance. The end result should create a positive anchor fortheurbandesignofthecitycentre,anattractiveandsafepublic space that discourages antisocial behaviour.

Image 5: Main Street - Urban Bus Terminal


KEY

Urban Bus Terminal

Bus stop

Inter-Regional Bus Terminal

Inter-regional bus route

Bus routes (as per Horizon Regional Council website)

PALMERSTON NORTH GOLF CLUB

MANAWATU GOLF CLUB

AM

BER

LEY

AVE

HAVELOCK AVE

HIGHBURY

AVE

FERGUSON ST

RUGBY ST

CHURCH ST

SLACKS RD

MANAWATU ST

MANSON ST

LIMBRICK ST

FERGUSON ST

BR

IGH

TWAT

ER

TCE

RHODES DR

HILLCREST DR

FERNLEA AVE

BROOKLYN HEIGHTS DR

"HA

IL"

IHAKA ST

JICKELL ST

BROADWAY AVE

LOM

BA

RD

ST

FAIRS RD

RENN

IE A

VE

HE

RE

TAU

NG

A S

T

TREMAINE AVE

PARKLAND CRES

FITZ

RO

Y ST

FEATHERSTON ST

SCH

NE

LL

DR

CHATSWORTH ST

ONGLEY PARK

AWAPUNI PARKALEXANDER

PARK

THESQUARE

CENTENNIAL

DR

PEMBROOKE STCLARKE AVE

HIG

HB

URY AVE

WES

T S

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FAIRS RD

LONG MELFORD RD

BO

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SSE

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FEATHERSTON ST FEATHERSTON ST

BENNETT ST

VICT

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FERGUSON ST

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AH

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ST

WA

RD

ST

BRY

AN

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MO

RR

IS S

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PARNELL HEIGHTS

RANGIORA AVE

Havelock Shops

COLLEGE ST COLLEGE ST

PITA

MA

RD

MA

XW

ELL

S L

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BO

TAN

ICA

L R

DB

OTA

NIC

AL

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TREMAINE AVE TREMAINE AVE TREMAINE AVE

BENMORE AVE

GIL

LESP

IES

LIN

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ITIK

EI S

T

JOHN F KENNEDY DR

AIRPORT DR

KELVIN GROVE RD

RU

AH

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ST

GREY STNG

ATA

ST

MAIN ST MAIN ST

MCLEAVEY DR

KA

IMA

NAW

A S

T

RO

BE

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LIN

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OB

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MIHAERE D

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NAPIER RD NAPIER RD

RUAHINE ST

COLLEGE ST

PAHIATUA ST

FITZ

HE

RB

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AVE

TE AWE AWE ST

SUM

ME

RH

ILL

DR

RU

AP

EH

U D

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A A

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Te KuraKaupapaMaori OMana

Tamariki

ROSSINTERMEDIATE

MONRADINTERMEDIATE

P. NO

RTH

IN

TER

MED

IATEN

OR

MA

L SC

HO

OL

PIONEER HWY MAIN ST

Julia Wallace

Retirement Village

Metlife CareRetirement

Village

PN PUBLIC HOSPITAL

OLIVE TREE Retirement

Village

BILL BROWN PARK

CORONATION PARK

MEMORIAL PARK

COLQUHOUN PARK

MONRAD PARK

CELAENO PARK

VICTORIA ESPLANADE

VAUTIER PARK

UCOL

Arena Manawatu

Railway Station

Lido Aquatic Centre

Kelvin Grove Cemetery

Palmerston North

Airport

AWATAPU COLLEGE

FREYBERG HIGH SCHOOL

PN BOYS HIGH SCHOOL

QUEEN ELIZABETH COLLEGE

ST PETER'S

CO

LLEGE

PN GIRLS HIGH

SCHOOL

Te Kura Kaupapa Maori O Manawatu

Milson Shops

Roslyn Shops

Pitama Shops

Takaro Shops

Highbury Shops

Albert St Shops

Cloverlea Shops

Terrace End Shopping centre

OT

OT

OT

OT

OT

OT

OT

OT

OT

WORCESTER ST

WYNDHAM ST

ASHHURST SCHOOL

ASHHURST DOMAINNAPIER RD

OXF

ORD

ST

SALI

SBU

RY

ST

CA

MB

RID

GE

AV

E

YORK ST

MULGRAVE ST

CAM

BRID

GE

AVE

ASHHURST

TO ASHHURST

A1_stops_diag

Outer Terminal

Main St Terminal

Ashhurst

1 Awapuni

2 Rugby

3 Highbury

4 Takaro

5 Cloverlea

6 Milson

7 Rhodes

8 Roslyn

9 Rangiora

10 Brightwater

31 Fernlea

32 Heights

From Fldg

To Fldg

12 Massey

12A Massey

12B Massey

12C Massey

14 IPC

15 HC

MASSEY

IPC

Man

awat

uTr

ottin

g C

lub

Awapuni

Race

Course

LIVERPOOL ST

SED

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CHELWOOD STRONBERG ST

PENCARROW ST

OT

HOLDSWORTH

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ASP

IRIN

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LAN

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KOROMIKO AVE

LYN

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WALDING ST

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NO

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To F

eild

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PARK RD

TENNENT DR

TENNENT DR

CUBA ST

MIL

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WAY

RD

RAIL

WAY

RD

PRIN

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VOG

EL S

TVO

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JAM

ES L

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KEI

TH S

TK

EITH

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ALB

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AOKAUTERE DR

OLD WEST RD

Map Production Palmerston North City Council

September 2012

COLL

EGE

OF

EDUC

ATIO

N

Te WanangaO Aotearoa

Sports & Rugby

Institute

Manawatu CommunityAthletics

Track

Summ

erset

Retirem

ent Village

ALBANY DR

GRAB-A-GoCard! GoCard and Monthly Pass are prepaidtravel cards that entitle you to cheaper fares. Pick up one from your driver today!

For individual route maps, bus stop locations, questions and comments, check out www.horizons.govt.nz

or call freephone 0508 800 800. For Feilding services please see separate timetable.

PROVIDING THESE SERVICES FOR YOU

FARE INFORMATION

HOW TO USE THIS BUS TIMETABLE FAQS

Horizons Regional Council plans and helps fund affordable public transport within the Manawatu-Wanganui Region. UCOL and Massey University also provide funding to allow their students and staff to enjoy free travel within Palmerston North.

PUBLIC HOLIDAY?No bus services operate on

Good Friday, Easter Sunday,

Christmas Day or ANZAC Day.

On all other public holidays,

services operate according to

the Sunday timetable.

WHAT IS A GoCard OR MONTHLY PASS? GoCard and Monthly Pass are pre-paid travel cards that entitle you to cheaper travel and save you from worrying about having the correct change.

HOW TO USE THE URBAN SERVICESChoose the time you wish to travel and please be at the stop at least 5 minutes before the bus is scheduled to arrive.

Board the bus, place your GoCard on the electronic reader or pay your cash fare, and tell the driver your destination.

Remember to take your ticket with you.

Push the bell as you approach your stop.

USING YOUR TIMETABLEThe example below shows the timetable for those catching the bus on the No. 1 route (Awapuni) or No. 2 route (Rugby) to the Main St Terminal.

What does HOME ONLY mean?The driver won’t be picking up passengers on the route, only dropping off. The service departs the Main St Terminal and drops passengers off at the stop nearest their destination. Please note these routes may take longer than 40 minutes. What is an Outer Terminal?The Outer Terminal (OT) is a normal bus stop at the halfway point of the bus route.

The OT departure time should make it easier to estimate the time the bus will arrive at your stop.

Help! I’ve left something on the bus, who do I contact?Call Tranzit on (06) 355 4955. Please note no responsibility will be accepted by Tranzit or Horizons Regional Council for lost property.

More FAQs overleaf

Bus stops are shown on route maps as white dots.Buses take approximately 35-40 minutes to complete each loop from and back to the Main St Terminal.When the bus reaches the Outer Terminal (the point where it begins its return journey to the Main St Terminal) it may pause briefly to make sure the service is not running ahead of schedule.

Horizons Regional Council plans and operates services according to the timetable – but road conditions, traffic calming measures, special events and weather may cause delays.

A Monthly Pass allows you one month’s unlimited travel from first use. Simply pass your card within 5 centimetres of the electronic reader on the bus and you are ready to go. Pick up your GoCard or Monthly Pass from the driver.

HOW MUCH DO THEY COST?Your initial GoCard will cost $12, with $5 of travel already loaded. Initial Adult Monthly Pass costs $62; monthly top up $55. Initial Child Monthly Pass costs $42; monthly top up $35.All new/replacement cards have a one-off $7 administration fee.

You can top up your GoCard and Monthly Pass balances on the bus with cash or at the Tranzit office with EFTPOS (minimum GoCard top-up $10). Please keep your receipt and check the amount loaded is correct. Horizons Regional Council and Tranzit take no responsibility for damaged or lost cards and credit balances can not be transferred.

ONE HOUR FREE TRANSFER Purchase any single one-way ticket on any Palmerston North city bus and get one free transfer onto another city service within one hour of the original ticket purchase time. Not to be used for return journeys.

Remember to hold onto your ticket to redeem your free transfer and tell the driver as you board which bus you will be transferring to.

* On production of current ID or Community Services Card. Student fare available only with NZ tertiary education providers.

Cash Fare GoCard Fare

Child/Youth School-aged (If not in school uniform please provide ID) Under 5’s travel FREE

$1.50 $1.20

Concessions* Student, Beneficiaries, Senior 65+ $1.80 $1.50

Adult $2.50 $2.00

SuperGold Card Holders FREE FREE

Between 9am-3pm weekdays, all day on weekends and public holidays

UCOL / Massey Students & Staff * FREE FREE

Adult Monthly Pass (initial purchase) $62

Adult Monthly Pass top-up $55

Child Monthly Pass (initial purchase) $42

Child Monthly Pass top-up $35

Depart MST Route to OT Depart OT Route to MST Arrive MST

Mon- Fri

6.40 1 6.55 2 7.15

Time bus leaves the

Main St Terminal

Colour coded number

shows the route the

bus follows to Outer Terminal

Time bus leaves Outer

Terminal

Colour coded number shows

the route the bus follows to

Main St Terminal

Time bus arrives at

Main St Terminal

?

?

?

Fares subject to change. Please visit www.horizons.govt.nz

for up-to-date fare information.

Intercity Naked bus

Figure 5: Bus routes

Broadway Avenue

Berrymans Lane

Maple Lane

Inner Square

Princess Street

Square East

Regent Arcade


Fitzherbert Avenue

Ashley Street

Square West

Church Street


Coleman Mall

Cuba Street

King Street

Rangitikei Street

Square North

Courthouse

Downtown

UCOL

The Plaza

PNCC

The Regent

on Broadway

Library

High Flyersi.Site

Church Street


2. 3 Access and Movement - Public Transport - FacilitiesSite Observations

• TheUrbanBusTerminalisanindustrialstylestructurethatinvokesautilitarianenvironment;

• Safetyconcernsaboutpedestrianswalkingacrossbuslaneshas introduced barrier fencing not conducive to pedestrians;

• Adarkenvironmentthatdoesnotenhancetheuserexperience;

• CentrallocationintheroadblocksviewsoftheRuahineRangesfromTheSquare;

• Fourlaneplatformsmakethespacefeelcongested;• Pedestrian space around the structure is heavily car

dominated;• TheCourthouse’srelationshipwithroad/UrbanBusTerminal

ispoorwithblankwalls,asmallsteppedentrancenotallowing any natural activity at its edges;

• Theadjacentcarparkcreatesa‘backofhouse’feeling;• Scale of the structure appears larger than is necessary;• Lighting is utilitarian and should be more friendly at night;• Waitingspacesfeelunfriendly/unsafeandcold/windy;• MainStreetEastfeelslikealeftoverspace-itiscar

dominated,withthebusterminalpositionedinthemiddle;• ThereisalackofconnectionbetweenTheSquareandMain

StreetEast,aswellasfromonesideofMainStreettothenext.ThispoorphysicalconnectionisexacerbatedbytheUrbanBusTerminalblockingvisualconnections;and

• Thetwoterminalshavelittlearchitecturalrelationship,despitebeingincloseproximitytoeachother.

ThepartofthestreetboundedbyHighFlyers/theoldlibrary,theCourthouseandthecarparkhassomeunfortunateurbanissuesincluding:

• Gapsinthestreet;• Lackofactiveedgesandlargeblankwalls;• Floorlevelsnotatgrade;• Carparkingatgroundlevel;

• Industrial structures that do not encourage human interaction;

• Industrial lighting;• Uncoordinatedmixoflandscapetreatments;and• AdditionstotheHighFlyersbuildingthatblocktheviewsand

movementsofpedestriansbetweenSquareEasttoBroadwayAvenue.

ContextPrivate investment to improve frontages and on-street activity is notlikelywithoutarevitalisedstreetscape.

LocationThecurrentUrbanBusTerminallocationissuccessful,howeverithas become the centrepiece of a low quality of streetscape. The busstationitselfisunfriendly,utilitarianandindustriallyscaled,formingasignificantblockageforconnectionsthroughandaroundthisarea.Thebuses,oncestopped,formalargewallwhichrestrictsviewlinesthroughthepublicdomain,creatingsafetyconcerns.Theconcrete barriers restrict vision across the street and the building castsagreatshedlikeshadowoverthesurroundingstreetscape.

Streetscape InterfaceMainStreethistoricallysupportedthecity’straininfrastructure,withthemaintrunklinerunningdownitscentre.Asaresult,itiswide enough to support a building site within the road reserve and still function as a through road for vehicles.

ThebuildingsinandaroundtheterminalincludetheCourthouse,theoldpostoffice/HighFlyers,andthecarpark.Thesehavebeenbuilt at various times and sit as independent buildings within thestreetscape.Allhavearelationshiptothestreetasaresultof floor level changes or road crossings. Investment to improve thesefrontagesisunlikelyunlessabenefitcanbeprovidedwitharevitalised streetscape.


KEY

Regional bus route

Visitor parking

i.Site

Courthouse

High Flyers

old library

at-grade carpark

Downtown

Urban Bus TerminalMain Street

Square EastSquare East

Figure 6: Urban Bus Terminal and bus routes

Image 6: Urban Bus Terminal


The Square InterfaceTherearetwobusterminals,theUrbanandInter-RegionalBusTerminals.Presently,thetwoarelocatedwithinwalkingdistance,withtheInter-RegionalBusTerminallocatedwithintheInnerSquare.ThestructureoftheInter-RegionalBusTerminalhasbeendesignedasalightweightstructurewithaglazedroof,andintegratedwithexistingconcreteretainingwalls.Theterminalisorientedtowardthecarpark.Theterminalwasdesignedasatemporaryfacility,howeverisrecommendedtobepermanent.Shouldtheterminalremaininthislocation,improvementscouldinclude coordinated signage and a higher quality of detailing. Ambientlightingmustbeincludedtoensuresafeafterhoursuse.

Constraints• Operationalrequirementsofinter-regionalbusnetwork.• InterfacesensitivitieswithTheSquare(landscape,amenity,

views,heritage).• Vehicularaccessandpubliccarparkinginparallelwithbus

access.• Needtoworkwith/modifytheexistingcanopystructure;• HardertomovetheIntercityterminalbecauseofcurrent

infrastructure already built in;• Exposuretotheweather,particularlyinwinter;

Opportunities• Simplify vehicular movements and establish safe pedestrian

crossing points along Main Street and The Square.

Image 7: Inter-regional Terminal


KEY

Inter-regional bus route

Visitor parking

1

2

3

4

5 6 87

Toilets

Wellington Bound

Wellington Arrival

Napier Bound

Napier Arrival

i.Site

9 10

Main Street

Urban Bus Terminal

High Flyers

Broadway Avenue

Sqaure East

old library

Inter-Regional Bus Terminal

Square North

Figure 7: Inter-Regional Bus Terminal and bus routes


Image 8: Church Street

2. 4 Access and Movement - VehicularThestudyareacomprisespartofamuchlargeropengridsystem,with a high level of route choice for vehicles. Management of movements is therefore difficult and past observations have demonstrated a high proportion of traffic entering the study area (centralCBD)passingstraightthrough.Trafficvolumesinthestudyarea are therefore higher than necessary to service the activities contained within and around it.

Alloftheroadswithinthestudyareaareidentifiedas‘PlaceStreets’intheCityCentreFramework,withtheexceptionofpartofMainStreet,whichtotheeastoftheUrbanBusTerminalisa‘Movement/Place Street’. These streets should therefore provide accesstoactivities,withahighlevelofaccessibilityandprioritygiventopedestrians,ratherthanaccommodatingthethroughvehicular movements which currently occur.

TheCouncilhascreateda30km/hrcitycentrezoneforstreetsthatarewithintheinner‘RingRoad’(ofwhichthestudyareaisapart),creatingasaferenvironmentforpedestriansandmotoristsalike.Italsodiscouragesthroughmovement,helpingtodefinethecitycentre as a destination.

Thehighlevelsofon-streetparkingthroughoutthestudyareaandshortblocklengthsresultinalowaveragevehiclespeed,withaveragespeedsforeachsectionbetween22kphto32kph.There is a clear focus on facilitating vehicular movement in and aroundthecitycentre,withwidetrafficlanesandparkingoneverycityblock.

Trafficlanesareprovidedinconsistently.Allstreets,withColemanMallandtheInnerSquaretheexceptions,haveatleastasinglelaneoftrafficineitherdirection.Additionalvehicularlanesallowforseparateturnlanesatmajorintersections,howeverindoingsoprioritise the vehicular movements over usable public domain.

Main Street’s vehicular configuration accommodates a variety of busturningmovements,whichresultsinanindustriallyscaledpublicrealmwithlargeexpansesofasphaltandlittlepedestrianamenity.

Constraints• ThesizeofTheSquarecanaddsignificantwalktimesfor

thosewithreducedmobilityunlessparkingisprovidedonallsectionsoftheperimeter,effectivelyreducingthewalkabilityoftheCBD.Vehicularaccessmustthereforeberetainedtoalllocations;

• The open nature of the grid means that route prediction and therefore management of traffic can be difficult.

• Busoperationalrequirementsrequirethetransferofvehiclesfromoneservicetoanother,androutingrequiresfurthermanoeuvres within the immediate terminal area. Some of the manoeuvring space is duplicated at the moment and could be optimised.

Opportunities• EstablishastreethierarchywhichbuildsonPNCC’sStreet

Typestodefinecharacter,purposeandkeycomponentsofeach city centre street;

• Thegridsystemprovidesin-builtresiliencetothenetworkandtoacertainextentprovidesadequatechoicefortrafficto‘self-regulate’,reducingtheoccurrenceofsignificantcongestion;

• The high level of accessibility and vehicular permeability providesopportunitiesforsomelinkstoberestrictedwhilemaintaining access to all locations;

• Theringroadoperateswellbelowcapacity,withefficiencygains possible with increased use (i.e. programming signals to favour the ring road over side roads; enabling ‘green waves’ to improvetraveltimesandjourneyreliability).

• Reviewvehicularmovementsandinfrastructureinlinewithaproposedstreethierarchy,increasingconnectivityand ensuring clear and logical wayfinding for vehicles and pedestriansalike.


Fitzherbert Avenue

Pitt Street

Pitt Street

The Square

Church StreetChurch Street

Main Street

Walding Street

Princess Street

Main Street

Ferguson Street

Rangitikei Street

KEY

Key vehicular movement

< 6 000 average daily movements

6 000 - 7 999 average daily movements

8 000 - 10 000 average daily movements

> 10 000 average daily movements

8 600

9 700

6 300

8 000

10 0007 5006 300

8 50012 00011 5008 600

7 000

8 000

The Square

11 0008 500

8 6005 000

5 000 4 6006 300

12 100 13 300Figure 8: Vehicular movement


Image 9: Square East Image 10: Broadway Avenue

2. 5 Access and Movement - CyclePalmerston North aspires to be the most cycle-friendly city in New Zealand.

Thereispresentlynocycleinfrastructure,withtheexceptionofcycleparking,providedwithinthestudyarea.Cycliststypicallyutilisetheroadnetwork,withTheSquareprovidingaplatformforinformal cycle movements throughout.

WithinPalmerstonNorth,conventionaldemarcated,on-streetcyclelanesareprovidednearestthestudyareaonthefollowingstreets:

• ChurchStreet,attheintersectionandwestofPittStreet;• ChurchStreet,attheintersectionandeastofPrincessStreet;• FitzherbertAvenue,southofFergusonStreet;• BroadwayAvenue,eastofPrincessStreet;• RangitikeiStreet,northofWaldingStreet;• WaldingStreet;and• MainStreet,attheintersectionandwestofCookStreet.

Opportunities• Provideadditionalcycleinfrastructure(e.g.clearroutes,

parkingfacilities)toencouragelogicalandsafecyclemovements through the city centre.


KEY

Cycle movement

Informal cycle movement

Figure 10: Cycle movement

Broadway Avenue

Berrymans Lane

Maple Lane

Inner Square

Princess Street

Square East

Regent Arcade


Fitzherbert Avenue

Ashley Street

Square West

Church Street


Coleman Mall

Cuba Street

King Street

Rangitikei Street

Square North

Courthouse

Downtown

UCOL

The Plaza

PNCC

The Regent

on Broadway

Library

High Flyersi.Site

Church Street


Square West: Coleman Mall• Raisedcrossingsanduniqueplantedcorner.• Destination:Library.

Summary• Movement between The Square and destination is significant. • Generousspaceforpedestriansandalowspeedenvironmentallowsa

diversityofdirectroutestobetaken.• Verylittlestationarybehaviourwasobservedhere.

Implications for Design Strategies• The tree on the corner funnels pedestrians into a tight area. • Areasofintersectionofpedestrianflowsmayprovideafocalpointsfor

social infrastructure.

Square West: Council Shared Space• Flushsurfacestreet,onlysectionofTheSquarewithtwofrontages.• Parallelparkingonbothsidesofstreet.• Destination:CityCouncilofficesandservicecentre,café.

Summary• The flush surface street and a number of clear destination points in the

areacreatesrepeated,butdiversepatterns.• Landscaping shapes the potential crossing points and funnels people into

3-4 choices of crossing in the central island. • Pedestrians were observed giving way to traffic entering the area from the

roundabout. • Verylittlestationarybehaviourobserved.

Implications for Design Strategies• The roundabout and landscape forces pedestrians to deviate from direct

crossing points at corners into this shared space. • Parallelparkingandflushsurfacestreetallowforflexibleanddirect

movements.

2. 6 Access and Movement - PedestrianObservationalstudiesofstationarybehaviourandpedestrianmovementpatterns(A3)wereundertakenatlocationswhichprovide comparison between different street and intersection designsatpeakday-timehours.Theresultsofthestudiesprovideinformation for prototyping public space. The direct observations of pedestrian movements and behaviour were supplemented by the NZ Property Institute’s annual pedestrian survey data from November2015.EveningusewasassessedwithsitevisitsinbothearlyeveningandlatenightthroughtheCPTEDstudy.

Figure 11: Pedestrian movement at Square West: Coleman Mall Figure 12: Pedestrian movement at Square West: Council shared space


KEY

100 pedestrian movements

< 10 pedestrian movements

Destination

Food trucks

NOTE

The samples include minor sources of error due to technology limitations and environmental factors which do not affect establishment of overall movements patterns. Sources of error: video footage, reflections in shop windows, shadows, large vehicles passing between camera location and pedestrian routes.

Square West / Church Street: Corner• Roundaboutwithraisedpedestrianplatforms.• Destination:SquareEdgeCreativeCentre.

Summary• TheedgesofTheSquarearethemostheavilyused,raisedcrossingsallow

people to move freely around the edge of the space. • No observed direct routes across the roundabout. People were observed

cuttingthecornerofTheSquareontheparkside.• Thedimensionsoftheroundaboutandraisedcrossingsmakepeoplewalk

further than necessary.Implications for Design Strategies

• The corners of The Square could be chamfered at entry points to facilitate cutting corners and entry. Size of intersections could be minimised to reducethewalkingdistanceofpedestrians.

Square East / Church Street: Plaza Corner• Traffic signals and slip lane left-turn.• Destination:ThePlaza.

Summary• TheedgesofTheSquarearethebusiest,withastrongsecondarypathinto

The Square. Traffic signals caused delay and bunching for pedestrians. • OnTheSquareeastside,thelargebunchesofpedestrianshitthe

constrained footpath at speed. • Waitingoccursintherefugebythesliplanewithnoshelter.• Adegreeofcuttingacrosstheintersectionwasobserved.

Implications for Design Strategies• Createamorerelaxedbehaviourpatternwithouttrafficsignals.• Reducethespeedofpedestriansalongthestreetedge,andprovide

additional space to reduce bunching. • Facilitatedirectmovementsacrosstheintersection.

Square East: Mid-Block Between Main and Church Streets • Angleparkingandcentralparallelparking.

Summary• The Square east was the busiest section sampled. Pedestrian volumes are

highlyasymmetricwithlittlecrossingtoparkinginthemiddleorSquareside.

• Crossingsarevariablewithsomepeoplewalkingalongthecentralisland.• Parkingmetersareanintermediatedestination.• Largebunchesofpedestrianswalkingatspeedarepresentflowingfrom

the signals near The Plaza. Some entries into The Square observed here.Implications for Design Strategies

• Createmorerelaxedbehaviourpatternsalongthebuildingedgeandprovide pedestrian amenity.

• Allowforsocialactivitytoactivatethepublicspaceandimproveperceivedvitality of city centre.

Figure 13: Pedestrian movement at Square West / Church Street: corner Figure 14: Pedestrian movement at Square East / Church Street: Plaza corner Figure 15: Pedestrian movement at Square East: mid-block between Main and Church Streets


Square East: Mid-Block Between Main Street and Broadway Avenue

• Angleparkingandcentralparallelparking.

Summary• The pedestrian volumes are reduced and the bunches on the southern

partofSquareEasthavespreadout.• More crossing observed into The Square towards the i.Site and Inter-

RegionalBusTerminal.Peopleobservedwithsuitcases.Crossingsarediverse and there is little stationary behaviour in this area.

• Somepeopleobservedwalkingalongcentralisland.Implications for Design Strategies

• Connection from the i.Site and bus terminal (if long-term location).• Potential designated crossing points associated with intermediate

destinationse.g.way-finding,parkingpaymentstationsetc.• ThepedestrianvolumeisapproximatelyathirdofsouthernSquareEast.

Thepresenceofthelargeoldpostoffice(HighFlyers)isobviouslylinkedtothepotentialofthisblock.Designstrategiesforthebuildingfrontageand the street should be considered together.

Broadway Avenue: East of The Regent on Broadway• Angleparkingbothsides.

Summary• Fairlybalancedpedestrianmovementsonbothsidesofstreet.The

additional footpath width is used by pedestrians. Crossing the street occurs commonly and is spread evenly along the street.

• Pedestriansareobservedwalkingalongtherearoftheangleparkingwaiting for traffic and a convenient time to cross. The zig-zag required tomovethroughtwosetsofangleparkingcreatesadiverserangeofmovements across the street.

• Parkingmetersareintermediatedestinationsandtheparkingfootpathononesideofthestreet,isoftenvisitedbeforepeoplecrosstheroadtowards their destination.

• Little stationary behaviour was observed in the additional footpath space.• Queuingofcarsinthestreetsegmentwasvisibleandcausedbytheraised

crossingatTheRegent.

Implications for Design Strategies• Parkingarrangementsareclearlyanopportunitytofacilitatemuchgreater

connectivitybetweenbothsidesofthestreet,andcrossinglocationsassociatedwithintermediatedestinationse.g.parkingandway-finding,and social spaces.

• Additionalfootpathwidthrequiresagreaterdiversityoffunctionsinadditiontoprovidingmoremovementspaces,andbriefwaitingandintermediate destination space.

• Designstrategiesshouldpayattentiontothepotentialmovementsofpedestrianswhowalkalongthecarriageway.

Figure 16: Pedestrian movement at Square East: between Main Street and Broadway Avenue Figure 17: Pedestrian movement at Broadway Avenue: east of The Regent on Broadway


KEY

100 pedestrian movements

< 10 pedestrian movements

Destination

Food trucks

NOTE

The samples include minor sources of error due to technology limitations and environmental factors which do not affect establishment of overall movements patterns. Sources of error: video footage, reflections in shop windows, shadows, large vehicles passing between camera location and pedestrian routes.

Square East: Main Street (Morning)• Roundaboutandpedestriancrossings,foodtruckspresent

Square East: Main Street (Midday) The Square: Main Street (Late Afternoon)

Implications for Design Strategies• Considerarrangement,orientationandlocationofthefoodtrucks

to reduce the barrier effect and increase the staying and destination potential. Provide assets in public space which support visible public life.

• Consider potential for more direct routes to reduce distances for pedestrians.

• ConsiderhowtheinteriorofTheSquareandthedestinationslinkwiththeedge of The Square. In particular The South corner of Main Street and The Square.

Summary• FewpedestrianmovementsheadingtoorfromtheUrbanBusTerminalin

themiddleofMainStreet-mostoccurredintheafternoonpeak.• TheSquareEastcrossingisthebusiestside,andtheothersarebalanced.

Thefoodtrucksattractingnoticeable,butnothighfoottraffic.Peoplewithsuitcases are observed in the area.

• Onepersonobservedcuttingacrossroundabout,thereissomecuttingacross traffic and planting on The Square side.

• Stationary behaviour observed on the corner of Main Street and The Square,andinthecentrecrossingacrossMainStreet.Allstationarybehaviourwasshort-term,anddidnotinvolveinteractionwiththeenvironment.

• WhenthefoodtrucksareabsentanincreaseindirectmovementsintoTheSquare towards the i.Site is noticeable.

• AfairamountofpedestrianmovementwasvisiblejustinsideTheSquareleading to the i.Site and other destinations.

• Thepresenceofthebus‘pulses’wasnoticeableinthetraffic,andinthepedestrianflows,especiallyonthenorthernsideofMainStreetinthemorningpeak.

• The pedestrian flow around the southern corner of Main Street and The Square was significant but not measured.

Figure 18: Pedestrian movement at Square East: Main Street (morning) Figure 19: Pedestrian movement at Square East: Main Street (midday) Figure 20: Pedestrian movement at Square East: Main Street (late afternoon)


2. 7 Access and Movement - Movement and Stationary BehaviourStudies of actual use of public space are required to test assumptions about streetscape design and to provide evidence to supportorcontradictperceptionsabouthowaplaceisused,andby who. Understanding the movement and stationary behaviour patternshighlightswhereopportunitiesexisttotapintotheflowsofpeopletocreatelivelypartsofacity,andwhereexistingnodesofbehaviouroccur,tolayeradditionalusestocreatericherexperiences.

MovementTheinteractionofthedesignandlayoutofstreets(i.e.parking,crossing points) with pedestrian movements was achieved by selecting sample sites with differing street and intersection designs. The amount of movement in a city contributes to how ‘busy’ we feel that place is.

Videofootagewascaptured(1-hoursamples)acrossthestudyarea to determine use levels and patterns of movement within the streetscape.Pedestrianmovementpatternsareextremelyvariableand the maps simplify the movements into general movement patterns and volume.

The movement study provides more detailed analysis of areas when compared with the NZ Property Institute pedestrian counts (point data).

The areas with high pedestrian flows in the city do not correlate withopportunitiestooccupythestreetscape,andallstreetspaceinthebusyareas(SquareEast,MainStreet/UrbanBusTerminal)isdesigned for movement. The busiest locations were rated amongst thepoorestqualitystreetscapesinthestudyarea.Destinationentrancesattractedhighflows,butoftendidnotattractmuchstationarypubliclifeapartfromoutsideofDowntownonBroadwayAvenue.

Shared space created more diverse pedestrian movements across the street as all desire lines are catered to with pedestrians takingtheshortestroutes.Roundaboutscreatedthegreatest

barrier to free pedestrian movement with most pedestrians using designatedcrossingsorraisedplatforms,howeverwaitingtimesfor pedestrians were low. Traffic signals at intersections caused the mostwaitingbypedestrians,allowforadiversityofmovements,yetmostpedestriansusemarkedcrossingpoints.Thesignalisedintersectionsbothhavesliplanes,whichforcespedestrianstowaitinanexposedareawithnoshelterforextendedperiods.

MovementintoandactivityalongtheedgeofTheSquareEastwasobserved,withmanypeoplewithsuitcasesenteringTheSquaretowardstheInter-RegionalBusTerminal.TheedgeofTheSquareEastlacksmid-blockfeatures,orpathwayswhichconnectintegratethe street with The Square’s design.

Stationary BehaviourStationary behaviour is one of the greatest contributors to the liveliness of a city. Measuring behaviour levels across a city allows ustounderstandrelativestrengthsandweaknessesofpartsofthecity when combined with other data such as the mapping of activity in buildings.Aonehourobservationperiodwasusedtocaptureavarietyofmetricsaboutkeyactivitylocationsinthestudyareabetween12-2pm.Theobservationswereundertakenondayswithfineweather.These observations provide a sample of actual use as opposed tosurveyingthepresenceofassetswhichfacilitatepubliclife,orperceptions of how busy a place is.

Theobserveddataincludes:• Groupsize:ameasureofhowsocialaspaceis,andalso

ofintent,asadecisiontovisittheplaceisrequiredtobenegotiated between people;

• Gender/age:whoisintheplace;• Position:measureshowpeoplesitethemselvesinthepublic

space;• Activities:whatpeopledointhepublicspaces;• Duration:howlongpeoplestayinaspace.

Theactivityobservedinpublicspacewasunremarkable,withtheabsenceofstrongpatternsofpeakhouruseorinterestinganomalies.Locationswhereacaféwaspresentwithexternalseating were an anchor for moderate public life. No strong patterns emergedaboutusersofthepublicspaces.ThecentreofBroadwayAvenuewhereaprototypespacehasexistedsinceNovember2014,shows a moderate amount of use and people observed playing - the onlyspacewherethiswasobservedinthefivesamplesites,andtheonlyplacewhereexplicitplayopportunitiesareprovidedinthestreetscape.

ThestationarybehaviouraroundtheUrbanBusTerminalwasthemostabundantbutconsistedofshortstays.TheUrbanBusTerminal area was rated among the worst quality areas in the city. DespitethehighpedestrianvolumeTheSquareEastattractedlittleinthewayofstationarybehaviour,whichissupportedbyassessmentoftheenvironmentalqualitiessuchasalackofseatingor space for public activity to occur.

The stationary behaviour which occurs within the study area streetscapesexcludestheactivityinTheSquare.


KEY

Time-lapse - peak hours

Behavior observation locations

Constraints• Overallabundanceofspace-lackofspacedesignedforcity

life in the streetscape;• Areaswithalackofdiversityofactivityinbuildings.

Opportunities• FocusingonafewspecificactivitypointswithintheCitywith

highpedestrianflows,pleasantenvironmentalandmicro-climaticcharacteristics,andabuiltenvironmentwithqualityandmixofusesforan18-hourcityexperience;

• Designtosupportdirectpedestrianmovementsandreduceunnecessarypedestrianwalkingdistanceandtimeinthecity.Bothmid-blockandintersectiondesignscansupportthis.

Figure 21: Movement and stationary behaviour intercept study

Broadway Avenue

Berrymans Lane

Maple Lane

Inner Square

Princess Street

Square East

Regent Arcade


Fitzherbert Avenue

Ashley Street

Square West

Church Street


Coleman Mall

Cuba Street

King Street

Rangitikei Street

Square North

Courthouse

Downtown

UCOL

The Plaza

PNCC

The Regent

on Broadway

Library

High Flyersi.Site

Church Street


Behaviour Observation Location

Group Sizes Gender Ages Position Activities Duration

1. The Square - Coleman Mall

1 hr observationPeakhours12-2pmFineweather,SpringSamplesize:25 people in 16 data points

GroupswerelocatedneartheFrenchcafé in the courtyard space,andoutsideHarveyNorman.Individuals were dotted along the south edge of Coleman Mall.

Bothmalesandfemalesused the place.

Diverseagegroups.No pre-school children.

Note:Astheobservationsareduringschool hours no school age childrenandteenagersarelikelyto be present.

People standing were outside HarveyNorman,andonthesouth-side of Coleman Mall. Themajorityofpeoplesittingwere at the café,andafewindividuals were using street furniture on the south side of Coleman Mall.The area surrounding the Numbers sculpture was unused.

Noonewasobservedtakingphotos.Social activities and eating were associated with the café.Social activity also occurred outside HarveyNorman.Solitary people on Coleman Mall were people watching.Otheractivity-unloadingandlockingabikeoutsideHarveyNorman.

Short stays were observed aroundHarveyNorman’sentrance and the corner of GeorgeStreetandColemanMall.Medium length stays were on the south side of Coleman Mall by solitary people.Long stays were at the café.

2.BroadwayAvenue(central)


More groups were located in the central area with a few solitary people.Onlysolitarypeoplewerelocatedat the edges of the study area.

Bothmalesandfemalesused the place.

Younger to middle age adults.Some pre-school children.

People were standing at the entrancetoTheRegentArcade,Downtown,andtowardstheedges of the study area.Groupsweresittingtogetheronstreet furniture in the central areaonbothsidesofBroadwayAvenue.Othergroupsweresittingoutsidethe caféatDowntown.Onepersonwassitting/lyingonthe ground in the central area (artificial turf).

Noonewasobservedtakingphotos.Eatinganddrinkingwasobservedatthecafé and in the central area.Social activity mainly occurred outside downtown.Some people were playing outside Downtown.People watching mainly occurred in the central area.Smokersandpeopleusingdevicesweresolitary.Otheractivity-windowshopping,busking

Most people only spent a short amount of time in the area.Afewmediumstayswererecorded at the café.No one stayed more than about 30 minutes.

3.TheSquareWest


Small groups and solitary people observed.Small sample size.

Most people were female. Mostly younger adults and teenagers.No pre-school children.

People were standing near the median crossing and in the median.No one was sitting on street furniture.Allpeoplesittingwereatthecafé.

Onepersonwastakingphotosofthesculpture and buildings.Peoplewereeatinganddrinkingatthecafé.Not much social activity or people watching was observed.Afewpeopleweresmokinginthecentralmedian and crossing.

Most people stayed only a short duration.People spent about 25-30 minutes at the café.

4.TheSquareEast


Nearly all people on the building edge were solitary.Pairs and small groups were observed on the edge of The Square.

Most solo males were along thebuildingedge,witha concentration near the Bendonstore.Mixedgroupswerelocatedon The Square side.

Younger to middle age adults.No pre-school children.

Most people were standing.Onepersonsittingonabikerackin the sun.People begging were sitting on the ground.

Noonewasobservedtakingphotos.Noonewaseatingordrinking.GroupsontheedgeofTheSquareweretalking.Some people were begging.Afewpeoplewereondevicesorpeoplewatching.

People only spent short stays in the area.People begging stayed the longest - but only a medium duration.

5.UrbanBusInterchange


Most diversity in group size.Larger groups were observed at the café on the corner of The Square,outsidethecourthouseand at the Massey bus stop.Small groups and pairs were common at the main bus shelters,andalongthesouthernedge of Main Street.Solitary people were using the mainbusshelters,andalongthesouthern edge of Main Street.

Most of the area was balanced between males and females.Femalesingroupswerethedominant group outside the courthouse.

Most diverse area.Mostly younger adults and teenagers.Some pre-school children.Some older people.

People were mostly standing along the southern edge of Main Street and near the Massey bus stop.Most people were sitting in the mainbusshelter,andgroupswere also sitting at the bus stops on the northern edge.GroupsofpeoplesitontheCourthouse steps.People were sitting on furniture outside the café and pie shop.

AlmostnoactivityoccursontheinactivefrontagesoftheCourthouseandtheOldPostOffice.Noonewasobservedtakingphotos.Fewpeoplewereeating/drinkingmostwere at the café.Some people were socialising outside.Onepersonwasdancing.Waitingforthebusisthemostcommonactivity,unsurprisingly.Activismandpublicspeakingatcourthouse.

Most people stayed only a short time.Medium to long stays were at the café,outsidethecourthouse and at a bus stop on the northern side (a commuter bus stop?).


Coleman / The Square



1 hr observationPeak hours 12-2pmFine weather, SpringSample size:25 people in 16 data points


1 hr observationPeak hours 12-2pmFine weather, SpringSample size:25 people in 16 data points

GroupSize

Position

Gender

Activity

Age

DurationofStay

The Square - Coleman Mall

Build-Measure-Learn Process1. Learn: what do we want to find out?2. Measure: how can we measure it?3. Build: what do we need to make to answer the question (minimum viable product/feature)?

1.Whatdowewanttolearn?Canwefacilitatepubliclifewhichisneartothehigherpedestrianflows:

• AroundtheNumberssculpture;• Near the Library entrance and the crossing to The Square;• AlongthesunnysouthernedgeofColemanMall.

Image 11: Square North - Coleman Mall Figure 22: Pedestrian groups

Figure 23: Study results


Broadway - Central area

GroupSize

Position

Gender

Activity

Age

DurationofStay


1 hr observationPeak hours 12-2pmFine weather, SpringSample size: 41 people in 22 data points





1.Whatdowewanttolearn?Thiswastheonlylocationwereadiversityofpubliclifewasoccurring,witharangeofpeople and the only place where play was observed.

Canweextendthedurationandincreasetheamountofpublicactivityinthisarea,by:• Optimisingthelocationoftheassetsthatattractpeople-theconnect4,movable

seating,seatingplatforms;• Layering in additional uses;• Canwegrowthelocationasaplaceforkids/play;• Extendingactivityintocarparkingspaces;• Increase the presence of the café in the street;• IncreaseTheRegentArcade’spresenceandconnectionattheBroadway

intersection.

Broadway Avenue (Central)

Figure 24: Pedestrian groupsImage 12: Broadway Avenue (central)



The Square - West

The Square - West

GroupSize

Position

Gender

Activity

Age

DurationofStay

The Square - West


The Square - West


Square West


1.Whatdowewanttolearn?Canweextendthedurationandincreasetheamountofpublicactivityinthisarea,by:

• Providing activity generators in the widened footpath areas;• IncreasingrelationshipofButterflyPondareatothestreetedge,e.g.provide

features in the grassy area between the pond and street.

Image 13: Square West Figure 26: Pedestrian groups



The Square - East

The Square - East

The Square - East


The Square - East


The Square - East


Gender

Activity

Age

DurationofStay

GroupSize

Position

Square East


1.Whatdowewanttolearn?Thisareahasthelargestpedestrianflowsinthecentralcitystreetscapes:

• Whatkindofpubliclifewillbefacilitatedifspaceiscreatedalongthebuildingside?Whatkindofgroupswilloccupythespace?

• Willpeoplesitalongthissection?Ifso,wherewilltheysit?• Willthisareaattractpeoplewatchingbehaviourifseatingisprovided?Howcanthis

be provided without it becoming intimidating?• Howcanthepublicactivitybeguidedsothatitisperceivedaspositiveand

legitimate?• Howcantheedgeofthestreetwhichinteractswiththeparkbeadaptedto

facilitate the short-term behaviours which occurs along the edge e.g. organising themselves,conversations?

Image 14: Square East Figure 28: Pedestrian groups



Urban Bus Interchange - Main St






GroupSize

Position

Gender

Activity

Age

DurationofStay

Urban Bus Terminal and Main Street


1.Whatdowewanttolearn?Thisareahasthelargestamountofstationarybehaviourinthecentralcitystreetscapes:

• Howcanthelargegroup,andshort-termnatureofpeople’sstayinthisareabeusedasapositivegeneratortopeople’sexperienceofthecity?

• HowcanthesunnylocationbytheMasseybusstopcreateapositiveexperienceforbus users and the people passing through the area;

• HowcanwefacilitatethegroupbehaviourandvitalityoftheCoffeeClubcorner,bothwithpatronsandthepublicsothatthespacedoesnotbecomeprivatised,butthepublicactivitydoesnotimpactthecustomerexperience;

• HowcantheexperiencearoundtheCourthousebeimprovedsothatpeoplewaiting for the court are not forced to sit on the steps or be separated from the bus passengers,andothermembersofthepublic?

Image 15: Urban Bus Terminal and Main Street Figure 30: Pedestrian groups



Image 16: Existing wayfinding signage

2. 8 Access and Movement - WayfindingThe ease with which users can move around and access the study areaiscapturedinthewayfindingdiagramatFigure32.Theanalysisidentifies:

• Aclearstructureof‘nodal’pointsaroundTheSquarethatare supported to varying degrees of success by associated landmarkstructuresand/orkeyviews;

• Sense of arrival into The Square could be enhanced by improvingthebuiltform,landscapequalityandviews,andreducing roading dominance;

• TheRangitikeiandFitzherbertAvenuenodesprovidegoodaxialviewconnectionsbuthaveweakcharacterdominatedbyroading;

• Main Street east is separated from The Square by a barrier of plantingandaroundaboutthatweakensthefunctionofthisnode;

• Church Street west is well supported by heritage quality buildings,hasgoodviewconnectionsbutpartsofthenodalspacearebland/unremarkableandpoorlydefined;

• Church Street east has good activation and has reasonable landmarkstructuresbutneedstoprovidebetterlinkstoTheSquare and resolve pedestrian movement needs.

• TheBroadwayAvenuenodeisimportantbutnotwellsupportedbyadjacentbuildingqualityandhaspoorstreetspace/junctiondefinition;

• Otherwayfindingfeaturesincludeprimaryentrancesthat should have greater coordination with streetscape treatments,providingcelebrationofthisbusiermemorablelocations.

Observationalstudiesofpedestrianmovementrevealedthattheplacementofstreetfurnituresuchasbins,parkingmetersisnotassociated with movement and way-finding. The placement causes intermediate locations to be visited by pedestrians before they head towards their destination (often observed on the other side of the road). Careful placement (triangulation) and design of the wayfinding,streetdesign(crossingopportunities)streetfurnitureandparkingassetsfroma‘user-journey’perspectivewouldimprovetheoverallexperienceofcitycentrevisits.

The streetscape design and edge of The Square needs greater attentionmid-blockwithpathwaysandwayfindingsupportingformal routes and desire lines which are currently unmet. SubsequentlandscapeprojectsmayberequiredwithinTheSquare.

Constraints• Need to facilitate vehicular movement as well as achieve

greaterplacemakingandpedestrianupgradeofjunctions;• Retainagreenstreetscapewhileenhancingstrategicviews

into and across The Square;• Buildingupgradesatkeynodesarereliantonprivatesector

investment.

Opportunities• Createasequenceofclear,memorablenodesaroundthe

edge of The Square;• TransformtheUrbanBusTerminaltocreateaquality

landmark;• Removebarriersandclutterfromkeyjunctions;• ReinforceviewsintoTheSquarebyframingviewshaftswith

planting and streetscape materials.


KEY

Primary building entrances

W Key wayfinding point

Defined nodal points

Street feature

Landscape feature / enclosure

Barrier / clutter

Good visual integration with The Square

Strong landmark

Basic landmark

Weak landmark

W

W

W

W

W

W

W

W

W

W

Figure 32: Access and movement - wayfinding

Broadway Avenue

Berrymans Lane

Maple Lane

Inner Square

Princess Street

Square East

Regent Arcade


Fitzherbert Avenue

Ashley Street

Square West

Church Street


Coleman Mall

Cuba Street

King Street

Rangitikei Street

Square North

Courthouse

Downtown

UCOL

The Plaza

PNCC

The Regent

on Broadway

Library

High Flyersi.Site

Church Street


2. 9 Access and Movement - CPTEDIssuesGenerally Publicconsultationrevealedwherepeoplefeelsafeandunsafewithintheprojectarea.ReferFigure33which

relatestoafterdark.Tendenciestofeelunsafevarywithintheprojectarea.CPTEDreviewfoundsomeofthespacesriskyconsideredbythosesurveyedareindeedso.Thisisduetothefactorsdescribedbythosesurveyedalong with other factors found from the review. Some of the ‘red’ spaces are not unsafe but can be perceived to berisky.

After Hours Insomeareas(showninred)thereisalackofotherpeopletogiveasenseofsafetyinnumbers.Thepresenceofotherpeople,CityHostsandPolicecanhaveamarkedeffectonsafety.CityHostsandthePolicehaveanexcellentpresenceintheCBD,particularlyatproblematictimesinvolvingalcoholfuelleddisorderassociatedwiththelatenight economy – Thursday night to early Sunday morning.ItwasnotedhowactiveandsafeTheSquareisduringthedayandespeciallyafterdark.Thefactitisusedafterhourshighlightsthelackofhumanscalespaceselsewhereintheprojectarea.

Lighting Thereisalackofconsistentlightinginthe“redareas”[surveywasbeforetheunder-verandaupgrades].Lightinglevels are much improved along The Square frontages with the introduction of new under-veranda lighting. Many areas,suchasthelanewayshaveinsufficientorpoorqualitylighting.PartsoftheCBDareoverlitandpoorlylit.Unsophisticatedandexcessiveuseofcolouredlightshascreatedanillegible nightscape – the building edges of The Square are lost; and the effect of special lighting (such as the clocktower)andotherwayfindinglightinghasbeensignificantlydiminished.

Laneways Lanewaysareimportantforpromotingconvenientmid-blockaccessandNorth/Southconnections.ForexamplethelinkagesbetweentheCBDandthetheatre,commercialpremisesonQueenStreetandthepolytechnicpromotevitality,business,recreationandconvenience.

Vacant Lots Sitesawaitingdevelopmentwithhiddenenclaves,poorlighting,rubbishandthelikeareusedforantisocialpurposes(drinking,congregation,soiling,disorder).

Bus Interchange The bus interchange conflicts with other uses and pedestrian traffic during the late night economy. It is currently usedforpatronandunder-agedcongregation,soiling,ambulancestop,policestop,andthelike.Ithasapoorconnection to The Square.

Pedestrian Crossings

Those surveyed reported that the pedestrian crossings around The Square are busy and intimidating.

Disorder Disorderlypeopleofteninstilfearinothersanddeteroccupationbyawiderrangeofpeoplethanbargoersafterhours.Disorderisassociatedwiththenighttimeeconomy.Duringthedaythereareconcernsaboutasmallnumberofpersistentbeggars,visitorstothecourthouseandloiterersatthemainbusinterchange.Footpathcrowding and disorder affects safe movement.

Toilets Havinggoodtoiletfacilitiespromotesthesafe,hygienicandsustaineduseofpublicspace.Alackofconvenientlyaccessibletoiletfacilitiescausepeopletotakerisksdownalleys,indoorrecesses,andvacantlots.Itcreatessoiling in these areas. Soiling contributes to engendering a sense of fear of crime.

Universal Access Noted:• Severecrossfall(>1:10)onfootpaths.• Difficultiesnegotiatingrampsandkerbsatpedestriancrossings.• “Stony”pathways.• Finebrokenglassonfootpaths.

OpportunitiesThespacesshownas‘red’inFigure33arecapableofbeingmadetofeelsaferandbesafer.Themethodsforimproving safety and the sense of safety are set out below.

There are opportunities to get more ‘eyes on the street’ by activating building edges better by day and by night. PublicspacesintheCBDcouldalsobemademoreenticingtoencouragepeopletostayinpleasantspacesratherthan move through.TheCBDcouldbenefitfrommorehumanscale,sheltered,pleasantspacesinthepublicrealmwithoutobligationto buy from the premises providing seating on the footpath (this is one reason the mall is so successful).

ThereisasignificantopportunitytodevelopaCBDLightingPlanwhich:• Helpsactivateedges.• Showcasesworthyartworks,sculptures,buildingfaçadesespeciallyalongtheedgesofTheSquare.• Improveslegibilityandwayfinding,includingsignallingalleywayentrancesandactivitynodestherein.• Makesthrough-blockconnectionssafer.• SupportsCCTVbetter.

Lanewayscouldbeimprovedby:• More legible entry thresholds.• Activatingedges.• Improvesafety/CPTED.• Upgrading lighting.• Control access to insecure private rear yards.• Securing rubbish holding and storage areas.

Thereisanopportunitytoimplementtemporarysecuritymeasurestomakevacantsitesbeandseemsafer.Christchurchhasmanyexamplesofthis.

Thereisanopportunitytomakethebusinterchangeasafer,morepositive,betterutilised,flexiblespacewithhumanscaleamenity,shelter,betterconnectionstoTheSquareandpositiveusesafterhourswhenthebusesstop running.

AstrongerandseeminglyeasierconnectiontoTheSquarewouldhelpactivateallstreetsintheCBDthatconnectwith it.

Environmentalimprovementscanhaveasignificanteffectonminimisingantisocialbehaviour–thethrustofCPTED.Someofthisdisorderisassociatedwithtightqueuingspacesoutsidebars,lackofspaceoutsidefastfoodoutlets,andfewchoicesoutsideofTheSquaretodisengageintosafe,supervised,qualityspaces.

Thereareopportunitiestoprovidemoresafe,dispersed,publictoiletfacilities.ThetwoinTheSquareafterhoursget overloaded on city ‘party nights.’

AuniversalaccessstudywouldsupportCBDdevelopment.


KEY

Safe

Unsafe

Dangerous pedestrian crossings

Beggars

Broadway Avenue

Berrymans Lane

Maple Lane

Inner Square

Princess StreetPrincess Street

Square East

Regent Arcade

Square West

Church Street Church Street

Main Street

Coleman Mall

Cuba Street

King Street

1

1

2

DarkScaryNo lightingOverspill from courthouse

NighttimeDark, scary

Ugl

y

LightingCourthouse

Nig

htti

me

Day

tim

e

Anytime

Nighttime

Anytime

Little Cuba

Kids congregating

Dark, scary

Bird

poo

Bird poo Bird poo

Safe at night

Ugl

y

Buses**

Anytime

Nig

htti

me

The Regent

on Broadway

UCOL

The Plaza

PNCC

i.Site

Thefigureaboveshowsfeedbackreceivedatstakeholderengagementworkshops,capturingareaswherethecommunityfeelssafeandunsafe,andatwhattimes.

Main Street

Figure 33: Access and movement - Crime Prevention Through Environmental Design (CPTED)

Image 17: General safety concerns Image 18: Laneway Image 19: Laneway Image 20: Laneway

Image 21: Inconsistent lighting Image 22: Vacant lots Image 23: Urban Bus Terminal

Image 24: Footpath crowding and disorder Image 25: Public toilets Image 26: Universal access issues


2. 10 Access and Movement - Street StructureThestudyareacomprisespartofamuchlargeropengridsystem,with a high level of route choice for vehicles. Management of movements is therefore difficult and past observations have demonstrated a high proportion of traffic entering the study area (centralCBD)passingstraightthrough.Trafficvolumesinthestudyarea are therefore higher than necessary to service the activities contained within and around it.

Alloftheroadswithinthestudyareaareidentifiedas‘PlaceStreets’intheCityCentreFramework,withtheexceptionofpartofMainStreet,whichtotheeastoftheUrbanBusTerminalisa‘Movement/Place Street’. These streets should therefore provide accesstoactivities,withahighlevelofaccessibilityandprioritygiventopedestrians,ratherthanaccommodatingthethroughvehicular movements which currently occur.

Thehighlevelsofon-streetparkingthroughoutthestudyareaandshortblocklengthsresultinalowaveragevehiclespeed,withaveragesforeachsectionfallinginthe22kphto32kphrange.

Image 27: The Square circa 1942 previously subdivided by the street network


AA

BB

CC

DD

EE

FF GG

KEY

Section line locations

Constraints• ThesizeofTheSquarecanaddsignificantwalktimesfor

thosewithreducedmobilityunlessparkingisprovidedonallsectionsoftheperimeter,effectivelyreducingthewalkabilityoftheCBD.Vehicularaccessmustthereforeberetainedtoalllocations;

• The open nature of the grid means that route prediction and therefore management of traffic can be difficult.

Opportunities• Thegridsystemprovidesin-builtresiliencetothenetwork

andtoacertainextentprovidesadequatechoicefortrafficto‘self-regulate’,reducingtheoccurrenceofsignificantcongestion;

• The high level of accessibility and vehicular permeability providesopportunitiesforsomelinkstoberestrictedwhilemaintaining access to all locations;

• Theringroadoperateswellbelowcapacity,withefficiencygains possible with increased use (i.e. programming signals to favour the ring road over side roads; enabling ‘green waves’ to improvetraveltimesandjourneyreliability).

Figure 34: Access and movement - street structure section locations

Broadway Avenue

Berrymans Lane

Maple Lane

Inner Square

Princess Street

Square East

Regent Arcade


Fitzherbert Avenue

Ashley Street

Square West

Church Street


Coleman Mall

Cuba Street

King Street

Rangitikei Street

Square North

Courthouse

Downtown

UCOL

The Plaza

PNCC

The Regent

on Broadway

Library

High Flyersi.Site

Church Street


Section AA: Square West (north section)Total Street ≈ 29.50mCarriageway≈23.70m(kerbfacetokerbface)

• The carriageway supports a single vehicle lane in either direction(bothexceeding3.2m),andon-streetparking.

Footpaths≈5.80m(total)• Thewesternfootpathsupportsstreetinfrastructure,and

allows unobstructed circulation.• The narrow footpath width to the east may not allow for

equitable access (dependent upon street infrastructure locations).

• Footpathgradesarenotknown.• Retailfrontagestypicallyprovidebuiltweatherprotectionto

the pavement. There is no built weather protection to the footpathadjacentTheSquare,howevermaturetreecanopyprovides some shelter from sunlight.

Planting• Establishedtreesareplantedinthegenerousmedian.There

are no street trees along the building edge.

Section BB: Square West (south section)Total Street ≈ 29.75mCarriageway≈17.50m(kerbfacetokerbface)

• The carriageway supports a single vehicle lane in either direction(bothexceeding3.2m),andon-streetparking.

Footpaths≈8.60m(total)• Thewesternfootpathsupportsretailspillout,street

infrastructure,andallowsunobstructedcirculation.• The narrow footpath width to the east may not allow for

equitable access (dependent upon street infrastructure locations).

• Footpathgradesarenotknown.• Retailfrontagestypicallyprovidebuiltweatherprotectionto

the pavement. There is no built weather protection to the footpathadjacentTheSquare,howevermaturetreecanopyprovides some shelter from sunlight.

Planting• Establishedtreesareplantedinthegenerousmedianand

there are recently planted street trees along the building edge.

Section AA: Square West (north section)

Section BB: Square West (south section)


Section CC: Church StreetTotal Street ≈ 31.11mCarriageway≈32.34m(kerbfacetokerbface)

• The carriageway supports a single vehicle lane in either direction(bothexceeding3.2m),andfourbusparkinglanes(totalling≈18.82m).

Footpaths≈5.41(total)• Thefootpathsdonotallowforunobstructedcirculation,with

streetinfrastructure(lighting,bins,bicyclehoops)andretailspillout included within the above measurements.

• Thenarrowfootpathwidth,particularlytothesouth,maynot allow for equitable access (dependent upon street infrastructure locations).

• Footpathgradesarenotknown.• Retailfrontagestypicallyprovidebuiltweatherprotection

to the pavement. There is no built weather protection to footpathadjacentTheSquare,howevermaturetreecanopyprovides some shelter from sunlight.

Planting• Establishedtreesareplantedwithinthemedian.

Section DD: Square East (south section)Total Street ≈ 30.09mCarriageway≈24.19m(kerbfacetokerbface)


Footpaths≈5.90(total)• Thefootpathsdonotallowforunobstructedcirculation,with

streetinfrastructure(lighting,bins,bicyclehoops)andretailspillout included within the above measurements.

• Inaddition,thenarrowfootpathwidth,particularlytothewest,maynotallowforequitableaccess(dependentuponstreet infrastructure locations).


to the pavement. There is no built weather protection to footpathadjacentTheSquare.

Planting• There are few established trees planting within the median.

Section CC: Church Street

Section DD: Square East (south section)


Section EE: Main Street East - Urban Bus TerminalTotal Street ≈ 39.64mCarriageway≈32.34m(kerbfacetokerbface)


UrbanBusTerminal• TheUrbanBusTerminalcanopiesareindustriallyscaled,

visually dominating the streetscape and providing little weather protection to commuters.

Footpaths≈7.30m(total)• The footpaths are not appropriately scaled to support the

pedestrian numbers along Main Street.• Footpathgradesarenotknown.• There is little weather protection provided on the footpaths.

Planting• FourestablishedtreesareplantedwithinthemedianatThe

Square,withunderstoreyplanting.Section EE: Main Street - Urban Bus Terminal


Section FF: Square North (east section)Total Street ≈ 30.79m

Carriageway≈25.4m• The carriageway supports four generous vehicular lanes (two

exceeding3.2mwidth),twoineitherdirection,andarangeofon-streetparking.

Footpaths≈5.39m(total)• Thefootpathsdonotallowforunobstructedcirculation,with

streetinfrastructure(lighting,bins,bicyclehoops)andretailspilloutincludedwithintheabovemeasurements.Inaddition,thenarrowfootpathwidth,particularlytothesouth,maynotallowforequitableaccess(forexample,ifretailpremiseshavepavement spillout).


to the pavement. There is no built weather protection to footpathadjacentTheSquare.

Planting• There is no planting to the public realm or median strip. There

ismaturetreeplantingtoTheSquare,providingsomenaturalcanopy.ThereisestablishedmedianplantingtotheCityblockwest of this section.

Section GG: Broadway AvenueTotal Street ≈ 30.19m

Carriageway ≈ 18.45m • The carriageway supports two generous vehicular lanes (both

exceeding 3.2m width), one in either direction, and a range of on-street parking.

Footpaths ≈ 11.74m (total)• The footpaths are generously scaled. Street infrastructure

(lighting, bins, bicycle hoops) and retail spillout (signage) are typically located to the kerb side.

• Footpath grades are not known.• Retail frontages typically provide built weather protection to

the pavement.Planting

• There is no planting to the public realm as mature street trees were recently removed.

Section FF: Square North (east section)

Section GG: Broadway Avenue


2. 11 Built Form - Figure Ground Study

The SquarePalmerston North, New Zealand

Bryant ParkNew York City, USA

Trafalgar SquareLondon, England

425m

Figures35and36presentasame-scalecomparativeexerciseofTheSquareinPalmerstonNorthwithprecedentsfromtheUK,NorthAmericaandContinentalEurope.

TheSquareisaverylargespacebycomparison,afactthatis accentuated by the relatively low scale of the buildings that contain and define the space. The earlier subdivision of The Square into quadrants (Image 25 on page 48) is perhaps testimony to the recognition that the scale of the space required reductionandcouldaccommodateastreetnetworkwithinit.

TrafalgarSquare,London’spre-eminenturbanspaceissmallerthanTheSquareandactivatedbylargesculpturalfeatures,waterdisplaysandfrontedbytheNationalGallery.EachsideofTrafalgar Square has a different built character and function. The SquareatPalmerstonNorthperhapssuffersfromlackofahighlyvisiblegrandfeaturebuildingthatactivatesanedge,withallbounding streets being of a similar character. The old post office building has the potential to fulfil a more vital role for The Square and should be a focus of future investment and design attention.

BryantParkinNewYorkcouldbecontainedwithinhalfofTheSquare,ascouldBedfordSquare(London)orthePiazzaDelCampo (Sienna). The implications of this large scale suggest the need for The Square to provide a variety of types of setting (i.e. notjustonetypeofspaceoredgecondition)andtopursueadesign approach that reinforces the different functions of the edges of The Square.

Figure 35: Figure ground studies

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