Here’s a great video on the principles of behind “systematic safety” by Peter Furth. It’s really interesting how the approach is so different than current practice in the States, Australia and New Zealand.
And in case you missed it, Harriet had a great post on Dutch cycleway design last week, “Great Cycling Myths & Mistakes – How Auckland can easily be a Great Cycling City“.
The Nelson St Cycleway was completed just over a year ago and has been a fantastic addition to the city.
Since then we’ve been patiently waiting for Phase 2, which has had a particularly long gestation period. It is intended to extend the cycleway to the Quay St cycleway and also includes extending it along Pitt St to Karangahape Rd. Auckland Transport originally consulted on a design way back in September 2015, months before Phase 1 even opened.
We weren’t thrilled with the design which would have seen the cycleway cross diagonally to the eastern side of Nelson St before sending cyclists along Sturdee St and Lower Hobson St, across in some places incredibly narrow footpaths, before reaching Quay St. We, and others, wanted the cycleway kept on the western side of Nelson St and linked into the tree lined Market Place. We also liked this well illustrated idea from reader Jonty to send it via the Hobson St Viaduct.
Just before Christmas, Auckland Transport finally announced the outcome of their consultation and the final design. Like we’d see in some earlier board reports, AT confirmed that the cycleway would now link into Market Place rather than using Sturdee St.
The link that will complete Auckland’s city cycle loop is a step closer.
The route, announced today, will connect the Nelson St Cycleway with the waterfront.
The connection along Nelson St to Quay St via Market Place, Customs St West and Lower Hobson St, will complete the loop.
The city cycle loop includes cycleways on Quay St, Beach Rd, Grafton Gully and the pink Lightpath.
Phase 2 of Nelson St Cycleway will include protected, on-road cycle lanes on both sides of Nelson St and Market Place from Victoria St to Pakenham St East.
Construction of this section will start in April and be completed by July. Plans for the remaining section of Market Pl, Customs St West and Lower Hobson will be made public in early 2017.
The major difference from what we suggested back in 2015 is that instead of the cycleway being completely on the western side, it will be split with northbound (downhill) cyclists staying on the western side but southbound (uphill) cyclists using the eastern side. We’re comfortable with that change.
As we understand, the biggest hurdle, and the reason it’s taken so long to confirm the design, has been the need to convince the traffic engineers that carmegeddon wouldn’t ensue from removing the two lane signalised slip lane from Nelson St on to Fanshawe St.
So here’s what AT plan to build (click to enlarge)
The cycle lanes on either side of the road will be protected. The biggest challenge will be the driveways and so all road users will have to take care here.
It’s the Nelson/Fanshawe intersection that will see the most change with the left turn slip lanes removed to allow the cycleway to be built and the kerb built out on the western side which will be a welcome addition to the many pedestrians that walk past here and who are currently squeezed into a narrow space. The cycleway heading southbound will have a short section of being a shared path till it gets past Wyndham St. It will also require two legs to cross from Market Place which is a bit annoying.
Finally on Market Place the cycleways continue past Pakenham St.
AT are still working on the final design for Market Place which is why it hasn’t been included yet but from what we understand of it, it will good. From Market Place the intention is to use Customs St West and then Lower Hobson St.
The news for the Pitt St section isn’t so great though. Here, AT have scaled the design back to a simple shared path. They say this is caused mainly by the CRL and the significant disruption it will have on the area both during construction and after it with where they’ve decided to put vents.
Since design for this cycleway project started in January 2015, there have been changes to the CRL (City Rail Link) design, particularly the vent location in Pitt Street. The CRL team have advised that the CRL project will cause significant disruption including a very large excavation across Pitt Street in the Beresford Square vicinity.
AT met with key stakeholders in the area, including local businesses, NZ Fire Service, and St John NZ, to listen and understand their concerns.
Based on feedback received from submissions and also from meetings with key stakeholders, we have decided the cycleway should be re-scoped to provide an interim off-road shared path facility for Pitt Street.
AT is developing a design for CRL in the vicinity of Pitt Street and Beresford Square, incorporating the Pitt Street and Karangahape Road cycleways.
Here are the designs, which as you can see still retain a gap between Karangahape Rd and Beresford Square. It’s not clear how less confident cyclists will bridge this gap, presumably most would use the footpath.
As the press release earlier said, construction of the first section down Nelson St is expected to start in April and at least that and the section to Quay St are expected to be completed in the middle of the year.
Recently I have been doing a lot of research on cycling, reading CROW – Design Manual for Bicycle Traffic, the NACTO Guides, and reading/watching some great content over by Mark Wagenbuur at Bicycle Dutch. People have always told me that the Dutch are the Holy Grail of Cycling, I had some knowledge of Dutch cycling, but it made sense for me to check it out more extensively.
After this research my conclusion is this,
a) Dutch cycling infrastructure design really is great and
b) It’s made me think, are we prioritising on the right aspects (this question is more posed to engineers/designers), and are there some myths of Dutch cycling that we are to focused on (this question is more posed to us as advocates)
Not everything has to be segregated, like the Netherlands you just have to design it right.
When we think of the Netherlands we think glorious 2m+ segregated cycle tracks safe & protected from traffic, with room enough to overtake, or to cycle with friends/family. While it’s true that the Dutch segregate cycling for arterial roads with speeds above 30km/h, not every road in the Netherlands is an arterial, a large part of the streets network in the Netherlands are local streets which have speed limits of 30km/h, and at these speeds you can still have safety with unprotected cycle lanes, two examples are Fietsstrook streets where motorists can enter the cycle lanes to allow other motorists to pass as long as safe for cyclists, and Fietsstraat (Bike Streets) where motorists are allowed but are guests and must maintain low speeds.
Safety is about the Intersections
In NZ, we have a tendency to focus on cycle lanes, we put the cycle lanes in either along the street, or add them into the street, but as soon as we get to an intersection we stop. To the Dutch this would seem odd, mainly because it’s intersections where a lot of the danger is, opposed to the section of road we concentrate on. Surely it makes sense to prioritise the least safe sections for funding, without compromising the network through stop/starting of infrastructure of course, and as these pictures/videos by Bicycle Dutch show fixing them is easier than you might think.
Protected Cycle Intersection
Continuity is Key
Continuity of infrastructure is important, if gaps exist, or it stops short, people wont use it to its full extent. Remember when trains used to stop at the Strand, sure the rail network existed and could be quick, but because it stopped short of the city, people didn’t see it as competitive. Or imagine driving on the Auckland motorway network, then all the sudden SH1 went from 3 lanes each way motorway standard to one lane dirt track then back to motorway standard every few km’s, it wouldn’t be a great drive in the AM peak that is for sure.
For the same reasons why those two examples would be awful for the users, the same applies to cyclists, stopping infrastructure at intersections, gaps in cycle lanes such as at bus stops, or stopping the infrastructure short of where people want to go will lead to infrastructure not being utilized to its full capacity. Arguably, these issues effect cyclists more than PT users/drivers because doing the above not only makes cycling harder, it has large safety effects. Gaps in cycle routes cause a reduction in the perception of safety which leads to potential users avoiding the route, or more likely not to cycle at all.
Therefore getting cycling infrastructure right, and continuous, can be more important for increasing use, than prioritising km’s of cycle lanes across a city.
Floating Bus Stop
Width is Important & not just for Safety.
Width of cycle infrastructure is important for cyclists, it gives more of a buffer against other modes when unprotected, and allows cyclists to overtake safely meaning commuter/social cyclists can ride at their own pace. But it isn’t just about safety, the Dutch believe having wider cycle infrastructure is important because it allows people to cycle together side by side, e.g. riding with your partner, or a mother riding with her children to school. It is understanding that social aspect of cycling is a hugely important part of the mix for driving cycling as a successful mode of transport, and is often mentioned in official guides such as CROW.
Is it time to give Roundabouts more of a go?
In many countries there is a preference to building signalized intersections with a perception they are safer than roundabouts, this is interesting to the Dutch who believe the opposite, over the years converting many intersections to roundabouts. Admittedly the Dutch design their roundabouts a little different, with protected cycle lanes, and with the aim of creating easy sight of conflicts for users, as well as slowing traffic down on the roundabout. This is backed up with the safety record that Dutch four-way roundabouts are around two times safer than Dutch four-way signalised intersections.
SWOV Intersection Safety Stats
Here’s a great video by Bicycle Dutch walking through examples of Dutch Roundabout Design
So what do you think?
Another great video from the ever excellent Street Films highlights the work being done in Seattle to make the city particularly more PT friendly but also more bike friendly. Seattle is a perhaps one of the more useful comparator cities for Auckland due to its similar geography and topography challenges.
One big takeaway is the off board fare collection and all door boarding on their RapidRide bus services which sound equivalent to the frequent network Auckland Transport are rolling out as part of the New Network. I especially was surprised to see they achieved a 20% increase in the speed of the service. This is something AT need to roll out to the Northern Busway as soon as possible and eventually to the entire frequent network.
It was also interesting to hear that now, 70% of trips to the city centre are by non-car means and that is expected to increase to 75% in coming years. By comparison, Auckland currently has around 50% access by car and the numbers arriving by car are about the same as 15 years ago with all the growth coming from PT and active modes – and this doesn’t even count all the people who now live in the city centre who don’t cross the motorway boundary.
While on the topic of Seattle, if you have a spare hour or so, you may also be interested in this Auckland Conversations style video from the Runstad Center for Real Estate Studies from Seattle on the findings of their trip last year to Auckland about the things they learnt from us.
In this last post for the year, I want to look at some of the things I think will be big discussion points during the year as Auckland continues to transform into a better city.
City Rail Link
With works now well underway on the first sections of the CRL the project will remain a strong talking point in 2017 as we follow its progress. We start the year with changes at Britomart with the new temporary entrance coming into use. Early in the new year the CRL team are expected to put the rest of the project out to tender.
Well also be focusing a lot on what happens to the streets after construction is finished. The works so far have shown the city can still function well with the significant disruption that’s occurred already and so we believe there’s an opportunity to vastly improve them for pedestrians, not just put them back as they were.
The government don’t like the idea of Light Rail on Dominion Rd but begrudgingly acknowledge the need for more rapid transit capacity. So in ATAP, they referred to the idea as ‘Mass Transit’ and said the NZTA would be looking at bus alternatives before confirming what would happen in the future. This work is already well underway and I’d expect it to be released early in the new year. We know AT had already put a lot of work in before deciding on the Light Rail option, including analysing many bus alternatives. So to be credible, this new study will have to show how it deals with the issues, like city centre street capacity, that led to AT picking light rail in the first place.
If they ignore those issues, it will put Light Rail on the same track to existence as the CRL did with the government and its agencies producing competing and often incomplete analysis before finally agreeing with the project.
The issue of congestion around the airport is also likely to be a big factor and one I think will only increase pressure on politicians to get this addressed.
I expect we will hear more in 2017 about how AT plans to develop the Rapid Transit Network. At the very least the Northwest Busway which was identified in ATAP as needed in the first decade. We know AT have already been doing some work looking at this. I also think we’ll hear more about other RTN projects such as AMETI and how to deal with electric trains to Pukekohe, either extending the wires or using battery powered trains.
New Network Rollout
In 2017 we are will see the roll out of the new bus network in West Auckland in June followed by Central Auckland a few months later.
Parnell Station and new rail timetable
In March the new Parnell Station is finally due to open. The old Newmarket Station building was moved to the site just before Christmas and is being refurbished as part of the station. The opening comes alongside a new rail timetable that AT say will speed up services – although that may be only by a couple of minutes so not the significant improvements that are needed.
Government elections will likely be a strong point of discussion in the coming year, especially in the latter half as voting draws near. It was of course made more interesting by John Key’s sudden resignation a few weeks ago. Transport is not usually a major talking point but we’ll certainly be watching it. Housing is certainly shaping up to be a massive issue though so it will be fascinating to see what impact that has.
We’re expecting to see a lot of progress on cycleways this year we move ever closer to mid-2018 cut off of the Government’s Urban Cycleway Fund. Some of the ones due to start this year include
- The Nelson St extension from Victoria St to Quay St
- Quay St extension to The Strand
- The next sections of the Eastern Path
- Ian McKinnion Dr
- Franklin Rd
We’re also hoping to see progress on Skypath this year now that the consent issues are out of the way.
After around 5 years of construction, in April the Waterview connection is finally due to open. It will be fascinating to see just what impact the project has as there’s a very high chance it will cause significant congestion, especially leading to the city.
SH20a – Kirkbride Rd interchange
The grade separation of Kirkbride Rd and SH20A is also due to be completed in 2017
The hugely expensive East-West link is going to get a lot of attention in 2017 as it moves through the consenting process. The NZTA lodged applications for consent just a few weeks ago and the EPA process needs to be completed within nine months of that. A lot of mainstream media focus will be on the Onehunga area where there is a lot of opposition to what the NZTA have proposed.
The Northern Corridor will also be going through the same process as the East-West link but so far there hasn’t been anywhere near the level of opposition to the project, especially seeing as extending the Northern Busway is now a key feature of the project.
Auckland Plan refresh
A big discussion this year will be the refresh of the Auckland Plan, the 30 year strategic plan for Auckland. Since the first Auckland Plan around six years ago, we’ve made significant progress on some issues, such as the CRL and Unitary Plan but we also face a lot of new challenges, especially around the provision of housing. It will be interesting to see how much the vision for Auckland changes.
We’ll obviously be following closely what happens with Auckland Transport in 2017. One big thing to watch is that AT will be hunting for a new CEO this year.
All up, 2017 is shaping up to be another huge year and we’re looking forward to seeing what happens. See you next year
This is Part 2 of our series wrapping up the year and in this post I’m looking at Walking and Cycling. You can see Part 1 on public transport here.
We finished 20156 with the fantastic Lightpath and Nelson St cycleway and 2016 kicked on from there with more good progress – including right at the end of the year AT announcing the completion of the Nelson St route, something I’ll cover in the new year. So, here’s my summary.
Quay St cycleway
We ended 2015 with consultation on the Quay St cycleway and by July this year it was officially opened by then Prime Minister John Key, Transport Minister Simon Bridges and former Mayor Len Brown.
A number of cycleways have automated counters, and AT have installed more to help measure the impacts of unprecedented investment currently going in but the Quay St cycleway is the first in Auckland to have a counter on it showing how many trips there have been. And the number of trips has been rising steadily. In October just under three months after opening the counter hit 50,000. Then just another two months later it reached the 100,000 milestone. With the warmer weather the daily numbers have been frequently above 1,000 and so it’s possible we’ll see it surpass 200,000 before the end of summer.
In further good news, AT announced that work starts in February to extend cycleway to just short of the intersection with The Strand and will be extended past that as part of the Eastern Path project.
In the middle of 2015 we were ecstatic when Skypath was granted consent but we expected appeals from a very small but vocal group of people who opposed it, primarily on Northcote Point. And as expected, those appeals came. During 2016 two of the three groups opposing the project dropped their appeals. That left just one small group of local residents to take the fight to the environment court in November. But only a few days in the judge stopped the hearing and verbally said the consent would be issued, and without any of the crazy demands the opponents to the project were seeking.
In mid-December the formal ruling was released and was very critical of the appeal including comments like.
In the overall analysis, we felt unconvinced by many of the claims of the residents about the existing environment, which unfortunately we considered had been viewed somewhat through “rose tinted glasses”
With the consent out of the way, hopefully 2017 will see progress made towards finally building it.
In what will be linked to Skypath, the NZTA consulted on Seapath too. We haven’t heard the outcome of the consultation yet.
Te Ara Ki Uta Ki Tai
In December, the first stage of Te Ara Ki Uta Ki Tai (the path of land and sea), formerly known as the Eastern Path and the Glen Innes to Tamaki Dr shared path, was opened. Stage one is from Merton Rd to St Johns Rd. Bike Auckland has some good coverage of the event.
Stage 3, widening of the Orakei Basin boardwalk should be starting soon while Stage 2, from St Johns Rd to the Orakei Basin is expected to start during 2017
Waterview Shared Path
At the beginning of 2016 work started on the Waterview Shared Path from Alan Wood Reserve, over the rail line, through Harbutt and Phyllis reserves, Unitec and over to New North Rd at about Alford St via a 16m high, 90m long bridge across Oaklely Creek.
The upgrade of Franklin Rd has been the subject of numerous debates and design revisions, including at one point only catering for “confident cyclists”. But in the end AT were able to find a decent design for the project. This is part of a wider upgrade of Franklin Rd and includes improving utilities. Work on the road itself should start in 2017.
A lot has been happening behind the scenes too with a huge number of consultations this year for projects that are expected to start construction over the next year or so as AT continue to ramp up to make the most of the Government’s Urban Cycleway Fund. I’m bound to have missed some but they’ve included:
There have been so many, I’m sure I’ve missed some, especially some of the smaller ones.
Of course, one of the points of investing in more cycling is to get more people using bikes and on that front we’re seeing some good results. For example, at Kingsland on the NW cycleway, usage is the highest it’s ever been and well ahead of what we’ve seen before thanks to the addition of cycleways like Lightpath and Nelson St.
Of course, there have been many other things that have happened over the year and too. Are there any key changes I’ve missed? You can also see Bike Auckland’s summary here.
Tomorrow’s wrap up will focus on roads
Santiago de Chile is home to some 6m+ souls, its origins date back to the 16th Century, and it has south American largest, and still expanding, Metro system. But, like almost all cities coming out of the 20th Century, its city centre streets have been allowed to be dominated by vehicles, with all of the disbenefits this brings. Happily, this is now changing, and attracting a lot of positive attention, as this Streetfilms film describes:
This is a great model for the Auckland City Centre, where it will be even easier to achieve, and is in fact already underway, as the current trends in both declining vehicle mode-share and rising Transit and Active mode-share show. We have so far sort of bumbled into this success, with some parts of local government leading it and some resisting it. And the time is now perfect for the city to at last make this a conscious and consistently worked towards process.
In my view it is past time to implement clear policy to support the already reducing vehicle numbers using city streets, in order to allow their re-purposing to higher value and higher capacity uses; walking, cycling, and Transit. And as for place quality as well, as streets, now more than ever, offer greater value as more than just movement engines, or just as car storage facilities, but to support the all important urban services and travel economy.
This of course needs to be executed at detail and over time, by highly skilled urban designers and transportation professionals, with skill, sensitivity, and rational analysis. For as in every city all streets have competing uses, and these must be balanced and prioritised cleverly.
But the is nothing about that process that obviates the need for clear and conscious over-arching policy to guide these decisions. And that policy must be to build the successful city for this age: The more prosperous, people-focussed, greener, and more equitable 21st Century walkable transit rich city.
Today is the last day to submit on Auckland Transports absurd, last minute consultation on the planned upgrade to Mt Albert. It seems that they were hoping to slip the consultation through unnoticed with their preference to put the movement of a few bits of tin over the safety of other road users and a more efficient road network. That’s because AT want to retain a right turning lane for traffic coming from the south on New North Rd at the expense of safe bike lanes and other road users, including buses.
Since my post on the issue AT provided me with the presentation they gave to a residents association and which gives a lot more detail about the options, and which makes AT’s preferred option even more absurd. For example, in the two hour morning peak there are 2,980 vehicles that move through the intersection, of which 1,200 are coming from the south. Only 72 vehicles turn right during that same time. The numbers are slightly higher in the interpeak and PM peak but still fairly insignificant, the AM Peak is shown below.
All up across the entire day there are only around 1,200 right turn movements through an intersection that sees around 40,000 total movements, that’s only about 3%. What’s more they have also analysed how many of those turning right are actually doing it for local trips and how many are travelling further. They looked at how many were actually stopping in the town centre, then looked to see how many of the vehicles turning right were still on Mt Albert Rd past the Owairaka Ave intersection, classifying these as ‘regional’ trips. This is important as those making regional trips could just as easily use Richardson Rd/Owairaka Ave The results are below
- Less than 3% stop in the town center
- 38% left Mt Albert Rd between Allendale and Owairaka Ave
- 59% continued past Owairaka Ave (“regional” trips)
- Less than 2% stop in the town center
- 42% left Mt Albert Rd between Allendale and Owairaka Ave
- 56% continued past Owairaka Ave (“regional” trips)
So all up we have 55-60% of right turning traffic able to use Richardson Rd to achieve the same effect.
The main benefit AT give to retaining a dedicated right turn lane is some vague comment about it having network benefits. What’s amazing about this statement is that Auckland Transport have the audacity to even say it given their own numbers show it is a lie. By removing the ability to turn right in Option 3, it allows for more time to be allocated to other 97% of traffic movements that pass through the intersection. They say that would see delays at the intersection reduce by as much as 30% which is fairly substantial. So for the network overall, removing the right turn lane results in significant improvements, and that’s even before considering the benefits to those on bikes.
At least they’ve updated their website since we raised the issue, including listing some of the significant negatives of their preferred option.
- 40m of the proposed cycle lanes south of the intersection will be removed (creates safety concerns that will require further assessment, mitigation and design amendment).
- Less confident cyclists would likely ride on the footpath in a section already constrained for pedestrians.
- Removal of 5 further car parks south of the intersection (out of 39 parking spaces in total).
- 25m of footpath widening previously proposed south of the intersection returned to existing widths.
Also since the first post, our friends at Bike Auckland have given their take on the proposal here and here while our friends at Generation Zero are also encouraging people to submit in favour of option 3.
And let’s not forget Phil Goff’s expectations, asking AT to “aggressively pursuing strong growth in public transport use and active modes” and “maintaining momentum on delivering the cycling programme, incorporating priority for cycling and walking into projects”
In the debate on the original post, one of the better suggestions came from Local Board member Benjamin Lee.
While my gut feel says Option 3 may be the best one, there actually isn’t much to prevent AT from testing Options 1,2, and 3 (given the changes are simpler – read cheaper – than ripping up or laying down physical infrastructure) to get data as to the best option for traffic, pivoting as necessary.
We’ve talked a lot before about trialing changes and this has included Auckland Conversations talks by the likes of Janette Sadik Khan and Mike Lydon. Of course, AT make positive noises about this kind of thing when these experts visit but then promptly ignore them. This project could be a great place for AT to try put some of these ideas into action. By trialing the options before making any physical changes they could confirm just what the impacts are, and without having to make expensive infrastructure changes later on.
So go and make a submission, it’s simple and only takes a minute to complete, and lets make the Mt Albert Upgrade great again
Auckland Transport kindly provided me the public transport ridership numbers for November and once again show spectacular growth on the Rapid Transit Network as well as a new milestone being achieved on ferries.
The numbers for the month were helped by an extra weekday compared to November-2015 but are still good regardless. Over all modes, ridership in November was up 7.9% (adjusted to 6.3% taking calendar and other impacts into account). That saw total ridership increase to nearly 84.5 million trips in the 12 months to the end of November.
The milestone for ferries is that over past 12 months, now more than six million trips have been taken on them. This is the result of solid growth, having only passed 5 million trips around 3 years ago and is thanks in part to improved service. The good news is that it is likely to continue, projects like the new Half Moon Bay ferry terminal are close to completion and AT are currently tendering out all non-commercial services (all except Devonport and Waiheke). They say that should help improve amenity and hopefully will increase the number of services too.
Below is the annual ferry patronage since 1920 and you can clearly see the massive – and expected – impact the opening of the Harbour Bridge had with a revival in usage beginning about 20 years ago. At current rates the last bar will end up at about 6.2 million trips for the year.
While ferries have been going well, what has really been driving big growth in PT use has been the Rapid Transit Network (RTN) – the rail lines and the Northern Busway. Those services are showing an impressive a 20.8% increase over the same month last year. The RTN is increasingly cementing it’s place as the backbone of the PT network, a trend we expect to continue in coming years, especially if AT and the NZTA can get a few more routes build, such as the Northern Busway extension, the AMETI Busway and the NorthernWest Busway.
The rail part of the RTN is close to a new milestone of its own, to the end of November there were 17.9 million trips and so based on current growth, hitting the 18 million mark is likely to happen any day now. That’s great news as it means trains are filling up faster than expected, a great success story but also means we’re going to need more capacity sooner than previously expected.
To address this there are still improvements we can make to timetables and dwell times to speed up services, freeing up trains to run more 6-car services. We could also improve capacity by reconsidering the seating layout of the trains, something I wrote about this just over a month ago. But we’re ultimately we’re going to need more of them, a point discussed at the council yesterday by AT CEO David Warburton with the Council’s Finance and Performance Committee. He says a decision on them will likely need to be made next year. With about 20 likely to be needed and at around $10 million each that’s around $200 that will be needed.
As for the rest of the PT network, there was some growth in November but it remains low. There is no new information as to what’s happening in the Southern New Network as a result of the made at the end of October. Hopefully this is something we’ll see in more detail soon.
AT have also recently published the latest bike counts from their network of automated counters. The good news is there are some excellent results for bikes too. Here’s AT’s take
At 14 regional count sites:
- 1.67 million cycle trips were recorded for the year of December 2015 to November 2016, an increase of 8.5% on the previous 12 months.
- 145,422 cycle trips were recorded in November 2016, an increase of 4.5% when compared to November 2015.
At 13 city centre count sites:
- 1.77 million cycle trips were recorded for the year of December 2015 to November 2016.
- 147,468 cycle trips were recorded in November 2016, an increase of 12.8% when compared to November 2015.
There are many cycleways seeing good growth but the two counters on the NW cycleway at Kingsland and Te Atatu have seen consistently high growth this year. This can be seen below with each month of 2016 being significantly above the same month in previous years. Overall the number of trips at this spot has more than doubled over the last five years.
Similar can be seen on the NW Cycleway at Te Atatu.
I suspect projects such as Lightpath and the improving bike lane network are having a huge impact on this and that this trend will continue as the network improves.
While AT have been proposing some rubbish lately with Mt Albert and some of their cycleway projects, there has been some good news too on Quay St.
Firstly, on Sunday an important milestone was reached with the cycleway counter tipping over 100,000. That’s pretty good given the cycleway only opened five months ago on July 8 and also only two months after reaching the 50,000 trip milestone. What’s more a lot more work is still needed to connect it to other routes, such as Nelson St – which should start construction early next year.
Back in July, John Key and Simon Bridges kicked the cycleway counter off
The numbers using the cycleway, at least in the mornings and evenings are starting to be impressive. Just yesterday I was transferring between a bus on Albert St and a train to head home in the afternoon and in the brief walk along Quay St a quick chat to a friend I bumped in to, I must have seen a dozen or more bikes glide past. This is of course reflected in the numbers. As shown below, recently the cycleway has more frequently been seeing counts of over 1,000 per per day and with warmer weather now here, that’s likely to continue for some time so we could see the tally pass 200k by around the end of summer.
The second piece of good news relating to Quay St is that AT will start work in February next year to extend it further east to just before the intersection with the Strand. The works are planned to to be finished by the middle of the year. For perhaps the first time with a cycleway project, there’s also no consultation for this one, AT are just getting on with it
The plan is to use the same basic design as what already exists and like completed section, comes mainly from narrowing down the un-neccessarly wide median and traffic lanes. AT say the changes include
- Minor alterations to bus stops between Plumer Street and The Strand to ensure safety for passengers waiting for and transferring on and off buses.
- The design for this first stage of construction requires a narrower centre (median) island, which means we’ll be shortening the right turning lane on Quay Street that gives access to the western entrance of the apartment complex near The Strand.
- A temporary ramp will be installed to connect the cycleway back onto the existing shared path where this first stage of works stops at the eastern end of Quay Street near The Strand intersection. The existing bus stop will shift a short distance towards The Strand.
- To create room for the cycleway, we plan to move the traffic lanes and narrow the median island in the centre of the road. Changes to the median island mean relocating around 14 trees as it will become too narrow to support them. One additional tree will also be relocated from the berm, between the existing shared path and the cycleway. It will make way for the upgraded bus stop east of Plumer Street. An arborist is currently assessing the health of the trees and identifying those that can be relocated. At the same time, we are working with Auckland Council Parks to identify suitable locations for those trees.
- Around 18 car parks will be removed from the northern side of Quay Street, opposite the shopping area and apartment complex near The Strand. The complex is served by off-street carparks.
You can see the plans for the project but here are just a couple of images from it showing the design that is planned.
The plan is to extend the cycleway along Tamaki Dr in 2018 as part of the Eastern Path project