There has been considerable recent development of cycling networks around New Zealand cities. To date, these have largely featured on-road cycle lanes, separated cycleways, and shared paths. However, there has been relatively little focus on using neighbourhood greenways as a key part of these active networks.
Neighbourhood greenways are on-road cycling routes featuring low-volume low-speed local streets and safe crossings of busier roads. They are growing in popularity internationally as a low-cost tool for encouraging bike use on quieter streets without dedicated bike facilities, while also introducing street elements to enhance pedestrian and resident comfort and amenity.
Megan and Axel presented at the 2018 SNUG Workshop on how traffic signals are operated when a separated cycleway is present. Currently, transport legislation implies that full separation in time is to be used, and when cycleway users see a green light turning drivers must be held on a red arrow. This is an inefficient way of operating intersections. More importantly, based on overseas evidence, this is likely to have poorer safety outcomes than allowing filter turning, at least up to certain turning volume thresholds.
A formal 
What does the near future of transport look like? In Sep 2018, Glen Koorey gave a "pecha-kucha" presentation on Mobility as a Service (MaaS) to an industry transport and urban design presentation evening in Christchurch.
Dockless bikeshare, a bikeshare system not requiring docking stations, is coming. They can – and do – create huge problems, from footpaths cluttered with broken bikes, to bikes being dumped in waterways in large numbers. But they can also transform cities for the better by giving people convenient access for short trips, complementing public transport, and replacing long walks or short car trips. The authors contend that dockless bikeshare operators should be actively managed by local government. Make it known that dockless bikeshare in your city is by invitation only. Pick an operator you trust, insist that they meet agreed performance targets and thus avoid the many possible pitfalls.
For people managing a cycling network, there are over sixty different metrics to help evaluate the impact of engineering, education, encouragement and enforcement interventions. These range from mode share (as measured by the census question on the journey to work mode) to 'hands-up' counts in classrooms to measures of physical activity through the NZ Health Survey. The most direct measure is traffic counts – but the questions of where, when, how, and for what duration we should count requires careful consideration. This paper focuses on cycling traffic counts – primarily the trends in automatic count technology, crowd sourcing, 'big-data', and how manual surveys are still important. The Palmerston North Cycling Network Monitoring Plan is used as a case study to show how count data is managed to help identify what interventions are affecting cycling.
In the last year, the number of e-bikes imported to New Zealand has reached nearly 20,000 units while electric scooters and skateboards are increasingly seen on paths. To inform potential changes in regulation, we conducted a research study on overseas legislation, technology trends, market and safety analyses. Findings include the results of a nationwide survey of both users and non-users, the speed difference between powered and unpowered riders, and recent changes in regulatory approaches overseas. A safe systems approach considering the vehicle, the user, and the road design is applied to an assessment of safety.
How do people respond to dramatic changes in transport patterns? What can other communities learn from the transport effects of the Christchurch earthquakes? Glen gave a presentation at the 2018 IPWEA NZ Conference in Rotorua about transport lessons to be learned from the 2010/11 Christchurch earthquakes.
In his private capacity, Axel made a submission to Environment Canterbury's Long Term Plan (LTP).