An update to the Auckland City Centre Advisory Board (page 25) provides some new information about improvements to cycling planned for the CBD and include some artist impressions of just what they might look like – although unfortunately because it comes from a document that appears to have been scanned the quality of the images leaves a bit to be desired.
The update is from Auckland Transport and they say there are six top priority projects and a map of them is below.
- North-South Cycle route (Nelson St)
- Beaumont St/Westhaven Dr Cycleway
- Quay St Cycleway
- East West Route
- K Rd Cycleway
- Ian McKinnon Dr Cycleway
Working through them
North-South Cycle route (Nelson St)
This has been divided into two stages. Stage one is the old Nelson St Off ramp bridge through to Victoria St – which is due to be completed by the middle of 2015 – and stage two is the section north of Victoria St as well as Union St. On Nelson St there will be a two way protected cycle lane on the Western side – which is presumably easier due to less carpark entrances. AT say it’s currently undecided which route they will build to get to Quay St either going by Nelson St – Sturdee St – Lower Hobson St or taking the route along Victoria St and then down Hobson St. Personally I think they probably need to do both.
AT have listed a range of constraints and issues for the project and almost comically one of these is that Nelson St is a constrained road corridor with narrow lanes. Below is an image of what the cycleway might look like.
Beaumont St/Westhaven Dr Cycleway
Readers may recall this one which I wrote about a few months ago. The plan was to install a separated cycle lane down the western side of Beaumont St to lead to the new Westhaven path currently under construction. Unfortunately the marine industry the cycleway would go past were up in arms about the loss of carparking despite them having significant off street parking and the on street carparks often being empty.
Unfortunately it seems that Auckland Transport have caved to their demands and are now only proposing a shared path despite their only issues list stating that high pedestrian volumes are an issue.
This is the only one of the projects that doesn’t have an image associated with it.
Quay St Cycleway
AT will create a two-way separated cycleway on the Northern side of Quay St by removing the median islands and some dedicated right turn lanes then turning one of the existing traffic lanes over for cyclists.
East West Route
This could be one of the most important of the lot – and not just because it’s the only route through the core of the CBD rather than skirting around the edge of it. It will link Grafton Rd, Wellesley St East, Kitchener St and Victoria St. It will also contain a direct link from the newly opened Grafton Gully. The plan calls for one way protected cycling routes on either side Victoria St, a two way path on Kitchener St past the Art Gallery and a shared path along Wellesley St.
K Rd Cycleway
This is of course a project that Generation Zero have pushed and it is set to become a reality. AT say the design will have one way protected cycle lanes on either side of the road. They are also looking at what happens with the four traffic lanes along the route. The two options are either two general traffic lanes and the outside lanes as peak hour bus/parking lanes or four general traffic lanes with no bus or parking provision.
Ian McKinnon Dr Cycleway
With the opening of the Grafton Gully Cycleway there is an even clearer gap in the network of the NW cycleway. Currently users have to climb up the side of the Newton Rd motorway onramp, cross Newton Rd then drop back down to Ian McKinnon Dr to a poor quality shared path. It would be far better to be able to connect to and travel alongside Ian McKinnon on a safe cycleway. A two way cycleway is being proposed that would travel through Suffolk St Reserve which is land the NZTA already has a designation over and would then travel up Ian McKinnon Dr. For Ian McKinnon Dr there were two options considered, using the berm and NZTA land which would have required works such as significant retaining walls or to take a lane off the road itself. AT have opted for that option and suggest removing an outbound lane.
Overall there are some really good projects here and they all feel like they need to be completed yesterday however only the first stage of the North South Cycle Route (Nelson St) and the Beaumont/Westhaven Dr project have funding so the rest will be at the mercy of the councils LTP funding discussion.
Auckland Transport have announced that they will finally add a transit lane westbound on Onewa Rd. The omission of a westbound transit lane has long been an issue so I guess it’s a case of better late than never.
Congestion on one of the North Shore’s busiest roads will be reduced with the introduction of a T3 lane for westbound traffic on Onewa Rd during evening peak.
The T3 lane is an additional lane on Onewa Rd operating between 4pm-6pm, Mon-Fri from Church St to 135 metres east of Birkenhead Ave and is made possible by the removal of car parking between these hours. Only vehicles with three or more occupants, buses, cyclists and taxis are allowed on T3 lanes.
The move will reduce travel times for all vehicles on Onewa Rd, says Auckland Transport’s Group Manager Public Transport Mark Lambert. “It will not only lead to quicker bus journey times and encourage carpooling and cycling on this section of road, but all traffic will see benefits. That is because vehicles with more than three occupants and buses will be able to use the T3 lane rather than the general traffic lane. That will make journey times quicker for everyone.”
To encourage cyclists of all abilities to use this section of Onewa Rd, there will also be an upgrade of the existing footpath to create a shared pedestrian/cycle path adjacent to the T3 lane on the south side of Onewa Rd.
The Kaipatiki Local Board is very supportive of new westbound T3 lane on Onewa Road,” says Kaipatiki Local Board Chair Kay McIntyre. “We want to encourage more people to use public transport. It is a big priority in our local board plan and this new T3 lane will help us deliver on this.”
The added lane will effectively prioritise higher occupancy vehicles along the proposed route. This will allow a more effective use of the available road space and improve efficiency of public transport which is Auckland Transport’s first priority.
As outlined in the Regional Public Transport Plan, AT is proposing future bus services along this route that are timetabled to operate at least every 15 minutes between 7am to 7pm, seven days a week, which will make the provision of bus facilities along Onewa Road even more important.
The survey results showed that 48% of passengers travelled in 7% of transit vehicles (buses and vehicles with three or more people).
Currently there is a T3 lane on Onewa Rd eastbound between 6.30am-9am, Mon-Fri. This is a well-functioning T3 lane with 65% of passengers travelling on 18% of all vehicles using the T3 lane.
What is happening?
Parking will not be permitted on Onewa Rd, westbound between Church St and 135 east of Birkenhead Ave between 4pm-6pm, Mon-Fri.
This creates a new lane between these hours which will be for T3 vehicles only.
The following modes of transport only are allowed on the T3 lane:
Buses, vehicles with three or more occupants, motorcyclists, cyclists and taxis
When is it happening?
Construction will begin February 2015 and be completed in June 2015.
There are a few things I’m not sure about, like why the transit lane doesn’t start till after Lake Rd instead of from the motorway and the closing time of 6pm seems too early, 6:30 or 7pm would be more appropriate. However overall this seems like a good project for bus users who travel along Onewa Rd.
There’s more information on the AT page for the project.
On Friday one of Auckland’s most significant projects reached an important milestone – the resource consent for Skypath was publicly notified. Given the sheer number and size of them I haven’t read through all the documents yet – the Transportation Assessment Report alone is over 200 pages long – however you can find all of the documents related to it here.
All involved in the project should be congratulated for their mammoth efforts and dedication to get the project to this stage. This is especially true for the project director Bevan Woodward who has devoted untold hours into making Skypath a reality. The cover letter accompanying the consent application to the Council from Bevan highlights some of this and why the project is needed.
The application represents the accumulation of over ten years of work, due largely to the efforts of the Pathway Trust, a small and committed number of community orientated Aucklanders. Often unpaid, these citizens believe in what SkyPath will achieve for Auckland and its contribution to making it a more liveable city – as succinctly put by London mayor Boris Johnson “I have long held the view that a cyclised city is a civilised city”.
At many times the odds that the SkyPath project would ever get to this stage appeared highly unlikely. Not only were there significant funding and engineering challenges but it also took a long time before the necessary institutional support arrived.
Hence it is important to appreciate at the outset what SkyPath represents and to understand the principles that have sustained the longevity of this community-initiated and developed project:
- SkyPath resolves the most critical gap in Auckland’s walking and cycling network, but perhaps even more importantly, it is a flagship project for ongoing improved walking and cycling facilities all across Auckland. Before its construction has even begun, SkyPath has helped progress plans for walking and cycling connections to the north and south.
- SkyPath represents a significant change in Auckland’s transport planning, and a shift from the car dependent city that it has become. We must prioritise public transport, walking and cycling over private motor vehicle use. This is important for a host of reasons, including air pollution, community severance, climate chaos, traffic noise, unsafe streets for walking and cycling, health issues exacerbated by car dependency, and economic vulnerability due to reliance on overseas oil.
- SkyPath directly attaches to the Auckland Harbour Bridge, the most iconic structure on New Zealand’s transport highway network. SkyPath will transform this icon that for 55 years has stood for motorised transport only. The Auckland Harbour Bridge will finally become a multi-modal bridge, reaching the standard that is expected of many harbour bridges around the world.
- SkyPath has been born from the initiative and energy within the communities of Auckland. There has been extensive consultation with a vast array of stakeholders to enhance the design and mitigate the challenges. This has included meetings, presentations, workshops, open days, surveys and public demonstrations of support. The Pathway Trust has engaged over a number of years with the NZTA, residents, business owners, mana whenua, community groups, professional institutions, user groups, Members of Parliament, media (radio, TV and newspaper), local boards, the Council, Auckland Transport and Waterfront Auckland.
The design for Skypath is largely unchanged from what we’ve seen before except for at Northcote Point where they have come up with a new design following feedback from residents. It will now loop back under itself and they say the new design has the following benefits (an image of the older proposal is here).
- Better alignment and closer proximity to NZTA’s SeaPath (direct link to Takapuna) meaning less adjacent properties
- Smaller footprint
- Maintains 5% gradient and does not require any change to the existing road layout at Stokes Point
Here’s what the Harbour Bridge will look like before and after the Skypath is added.
This is a fantastic project and one the Auckland and in particular the North Shore desperately needs. This is definitely a project that should be supported and I suspect most do although there is a small vocal group from Northcote Point who will disagree (many others in Northcote Point do support it). Public submission on the resource consent are open till 23 January and the hearing will be in March next year.
Once again congratulations to Bevan and all the others involved in the project for getting to this stage.
Yesterday large parts of Auckland’s Motorway network was brought to its knees by a single crash.
A serious crash brought Auckland’s motorway network to its knees with motorists stuck in grid-locked traffic for up to four hours.
Three motorbikes and a truck collided on Auckland’s Harbour Bridge about 12pm yesterday, leaving two motorcyclists with critical injuries and a third with serious injuries.
Three northbound lanes were closed while emergency services attended the scene of the crash.
Auckland motorists were stuck in grid-locked traffic, making a normally 40-minute journey from the airport to the North Shore take up to three hours.
The tail of the traffic jam on State Highway 1 stretched from the base of the Harbour Bridge to Highbrook Drive, Otahuhu, before all lanes were re-opened at 3pm.
Traffic on the Northwestern Motorway was very heavy, with motorists diverting trips they’d usually take on the Northern Motorway in an attempt to avoid the snarl up.
Roads throughout Central Auckland were also backed up as motorists tried to get on the motorway and became stuck.
Unfortunately I didn’t get a screenshot but at one stage the motorway traffic map looked like this with a considerable amount of red as well. In addition local roads all around the motorways would have been severely affected too.
While the crash is unfortunate – and I hope those involved are ok – as I say in the article, there is very little that could be done to prevent the ensuing chaos it caused. We’ve seen in recent years the motorway network brought to a standstill numerous times by accidents and this is especially the case when they occur on some of the busiest sections of the network.
I happened to be travelling towards the city about 1½ hours after the Harbour Bridge was reopened and SH16 was still at a standstill all the way from Te Atatu to the city which also showed just how long the delays took to clear.
Yesterday’s incident also shows highlights that even an additional harbour crossing wouldn’t have helped. As people tried to avoid the hold up they flooded to use the North-Western Motorway and that too soon jammed up. With an additional crossing the same thing would have happened as masses of people diverted their trips to avoid the bridge. It’s also worth pointing out that the opening of the Waterview Connection isn’t going to make this any better either as the project is expected to see traffic volumes on the motorway increase. This is due to new trips being generated thanks to the connection as well as a lot of trips shift from local roads on to the motorway network. The result would be even more people stuck in congestion – many deep underground.
So what can we do?
What we need is a comprehensive multi modal network that is able to deliver real choice to Aucklanders in how they get around. That means a network like the Congestion Free Network as well dedicated walking and cycling options like Skypath combined with safe routes on road across the region. Those alternative networks won’t mean that everyone is going to suddenly use them or that people driving won’t suffer from congestion at times but it does mean that people can have a realistic option to make trips around the region knowing they won’t have the risk of suffering from congestion. As yesterday’s experience also shows, the key is also they are isolated from the rest of the road network. Because there is no dedicated route for buses over the harbour bridge all North Shore services were equally caught up in the chaos disrupting them too.
Note: we’ll be creating a new version to incorporate the change to the CRL with Mt Eden soon.
A true multi-modal transport system is also a resilient one so let’s get on and build those missing modes.
A great video on how Pittsburgh is trying to become one of the best cycling cities in the US. I love the quote by the mayor on why the investment in cycling is needed with him saying “It isn’t the way it was in 1970, not everyone’s dream is to have their own car”.
H/T to Next City
Wellington is a great city and for many decades has been the county’s premier city for public transport as well as other urban issues however I wonder how long that title will last. The regions transport committee – made up of the regions mayors, the Greater Wellington Regional Council, the police and the NZTA – are looking to focus transport investment over the next six years around roads. It’s all part of the Regional Council (GWRC) coming up with the next Regional Land Transport Plan (RLTP)
This Regional Land Transport Plan (RLTP) is a statutory document that must be prepared every six years as required by the Land Transport Management Act (LTMA) 2003 (as amended in 2013).
The RLTP must contribute to the purpose of the LTMA which seeks ‘an effective, efficient, and safe land transport system in the public interest’. It is also required to be consistent with the Government Policy Statement (GPS) on land transport.
The RLTP informs the development of the National Land Transport Programme (NLTP) by identifying the priorities and key improvement projects for the Wellington region. The NZ Transport Agency is required to take account of the RLTP when preparing the national programme.
The diagram below illustrates where the RLTP sits in relation to the other key transport planning documents at a national and regional level.
While the Transport committee don’t come up with the projects on the list they do prioritise them or can exclude projects if they want. The list then goes out to the public for consultation which will happen over four weeks from mid January. So what are the projects considered a priority?
So of the 17 top priorities there are only three PT related – Rail improvements, Integrated fares & Ticketing and BRT investigation – and they aren’t that high on the list with the highest one only 9th. In addition there is only one walking/cycling project. If you didn’t already know this was in Wellington you’d be forgiven for thinking that this is an Auckland plan.
So what is happening with PT in Wellington
The great news is that it seems patronage is on the rise with the figures till October for the last 12 months with overall patronage the highest it’s been for over 15 years.
Island Bay Cycleway
There is one other piece of good news and that is Wellington City Council has announced the design for the Island Bay Cycleway. The project was approved yesterday and unlike Auckland’s efforts. Impressively (for NZ) they are putting the cycle lanes closest to the kerb protected by parking. Some of the space for this has come from removing the central median. The cycle lanes even go around the back of bus stops. Here are a few images of what it may look like.
60: The Humble Zebra
What if we had more and safer zebra crossings? And what if it wasn’t so hard to put one in?
For a while there, it was seeming that the humble zebra was something of an endangered species on the streets of Auckland. Deeply out of fashion, its distribution and abundance across Auckland and New Zealand has steadily dwindled over the last few decades, being replaced by traffic signals on the busiest arterials and the now ubiquitous pedestrian refuge island everywhere else.
In spite of this, the humble zebra retains a number of advantages over signals and refuge islands, treating people walking with respect and responsibility and giving them the freedom to step out with confidence to cross when they please. Yet amongst the traffic engineering fraternity, zebra crossings, especially of the plain, old-fashioned variety – you know without the raised tables, planter islands, flashing signs and rumble strip approaches as if a crossing pedestrian was akin to a passing train – are deemed unsafe.
There is possibly a chicken-and-egg situation here; because of this disappearance, it seems many Auckland drivers don’t know the rules when they do come across them, worsening any safety issues. More widespread use can help drivers to learn to respect them.
Fortunately, it seems that in a few corners of Auckland at least, zebra crossings are making a bit of a comeback. The recently upgraded Halsey and Daldy Streets are two examples where these have been achieved in a simple way that seems to be functioning well.
There are many more situations that would benefit from zebras where we are told that they don’t meet the requirements to put one in. This shouldn’t be so hard.
More civilised streets where pedestrians are treated with respect and a right of way to cross the road; that should be a basic right in any city.
New zebra crossing on Halsey Street, Wynyard Quarter installed earlier this year.
Stuart Houghton 2014
A new NZIER research report, entitled “Disruption on the road ahead! How auto technology will change much more than just our commute to work“, makes the case that new technologies will upend urban transport systems:
Near autonomous cars followed by driverless vehicles (smart cars) will transform our commute to work and much more over the next two decades.
Car-based technologies hold the promise of reducing the billions of dollars we spend on roads by improving how we use them and by saving lives.
We need to rethink our reliance on infrastructure solutions to transport problems and look at how to effectively embrace the new technologies.
If you read on, the report implies that we should stop investing in public transport and count on driverless cars to allow roads to flow more efficiently. The report does not grapple with the question of where the driverless cars will be stored – in spite of the fact that parking is one of the costliest elements of a car-heavy urban transport system. Space is expensive in cities and cars, even driverless ones, do not use space efficiently.
Now, let me be perfectly clear: this is a lazy analysis. As I have previously argued, waiting on unproven technologies to solve our problems is a bad strategy, especially when there are proven technologies that can be implemented right now. It is more realistic to invest in frequent bus networks, rapid transit infrastructure like Auckland’s rail network and the Northern Busway, and safe cycling facilities like the separated Beach Road cycleway. (Auckland Transport, like many other transport agencies, understands this and is getting on with it!)
However, if we set aside NZIER’s technological utopianism, they are making a reasonable point: When a transformational technology emerges, governments must make complementary public investments to enable society to benefit.
With that in mind, I would like to point out that a technology revolution has happened over the last decade – and gone largely unnoticed by New Zealand’s transport agencies. I’m talking about electric bikes, which are now proven, readily-available technology. Several companies are selling them in New Zealand, with basic models going for under $1000, which is price-competitive with a new road bike. In the Netherlands, 19% of all new bikes purchased in 2013 were electric.
Why is this so revolutionary? Simply put, because electric bikes flatten out all the hills on a cycling route. By providing a bit of extra oomph when riding up inclines, they remove a major barrier to cycling in hilly cities like Auckland and Wellington. Suddenly, the vertiginous climb out of the Queen Street gully might as well be pancake-flat Christchurch.
Easy as… climbing the world’s steepest residential street on an electric bike (Source)
Even on flat sections, the additional power provided by the electric motor can make cycling much more relaxing and gentle. That may not matter to the young and/or fit, but it’s a boon to people who are less fit or only starting to cycle.
Consequently, electric bikes have the potential to majorly disrupt New Zealand’s urban transport markets. According to my calculations based on 2013 Census journey to work data, one-third of all commutes in Auckland are under 5 kilometres. At present, only a very small minority of those trips are done by bike. Recent technological change means that could shift, and rapidly. Taking all those short trips on bikes would have a much more fundamental impact on congestion than driverless cars.
However, there are some big barriers to getting the full benefits of this transformative technology. Simply put, our roads often feel too unsafe to ride on. People on bikes often must compete for road space with cars, buses, and trucks. They have to look out for cars backing out of driveways and drivers opening doors into their path. Over a lifetime these risks are more than balanced out by the health benefits of cycling, but they can feel a bit intimidating.
If only there was something we could do to make streets feel safer for cycling… (Source)
There is a strong case for public investment and policy changes to unlock the benefits of electric bikes. It is relatively easy to make cycling safe and common by investing in a complete cycle network. This means:
- Implementing more off-road cycle paths like the successful Northwestern Cycleway and Grafton Gully Cycleway, and the impending Nelson Street and Glen Innes to Tamaki Drive cycleways
- Putting separated on-street cycle lanes, like the excellent Beach Road cycleway, on every major road where there is enough space
- Slowing speed limits to improve safety on side streets and alternative routes like the Dominion Road parallel routes.
This can all be done immediately at a relatively low cost. It will enable us to benefit from a transformative technology that actually exists right now, rather than waiting decades for an unproven technology. So why aren’t the enthusiasts for “disruptive technology” taking notice?
Every month I comb through the reports to the AT board looking at what the organisation is up to (that they’ll say in public). I’ve already covered the separate reports on additional bus priority and the New Network for the Hibiscus Coast so this post covers the rest of the reports for the meeting held yesterday. As such this post is a combination of a lot of little items
Once again all of the most interesting papers appear to be in the closed session which means we only have the agenda items to go off. The items being discussed are:
Items for Approval/Decision
- Budget Realignment
- Development Proposals
- CRL Update
- Parnell Station Update
- Wynyard Quarter Roading
- PT Security & Fare Evasion
- Ferry Downtown Access
- Ferry Services Strategy
- Off Street Parking
Items for Noting
- Deep Dive – Wharves
- Heavy Rail Strategy Update
- Customer First Strategy
Most seem fairly self-explanatory however two items draw a bit more attention for me. They are the vaguely titled Development Proposals – what are AT thinking of developing? – and the Heavy Rail Strategy update. The latter is interesting as it’s the first time I’ve seen AT refer to heavy rail as opposed to just rail and comes just after the herald suggested AT were looking at light rail to the airport.
On to the board report and there are number of brief updates on a range of projects. Many we’ve talked about separately or there hasn’t been much change in the report from last month but the ones that stand out are:
Onewa Rd – AT say they are going to be creating an additional westbound general traffic lane after the intersection with Lake Rd. It’s not clear why they are creating a general traffic lane and not a bus or transit lane seeing as westbound bus priority has been needed (and promised) on the road for a long time.
Electric Trains – As of the time of writing the report there were 31 of the 57 on order now in the country with 28 given provisional acceptance. From December four trains a month start arriving which means they should all be in the country by the middle of the year. They also say they have successfully tested modified software to control traction on the EMUs fixing issues from the overhead feed which was presumably the issue behind the problems earlier in the year. The report also talks about six car EMUs being in operation from mid-November however I suspect that’s been held off till the new timetable.
City Rail Link – There are a number of comments related to the recent briefings to the incoming minister about the CRL however perhaps most significantly they say:
The City Rail Link has recently been subject to an intense period of public scrutiny due to the Council’s deliberations on the Long Term Plan (LTP). Extensive media coverage on the project led to a significant amount of feedback, including positive endorsement of the CRL by a variety of proponents. This was a timely reminder of the need to continue to “tell the story” of the CRL and its benefits, especially across the entire region. For example rail-users (and potential new rail users) will see their journey times substantially reduced as well as a much more frequent service. More effort will go into promoting these and other benefits of the CRL story from now on, particularly in the lead-up to the beginning of the enabling works in the second half of 2015
AT telling the story of the projects benefits across the region has been something we’ve talked about numerous times. It will be interesting to see what they come up with this time.
Northcote Cycle Route – AT say that as a result of the consultation they are making changes to what they initially proposed, particularly in Queen St. I suspect this will mean AT are watering down the proposal to retain more car parking
Newmarket Crossing (aka Sarawia St) – was approved last month after an in dependant review looked at the options again. I’m sure some of the Cowie St residents will continue to fight the proposal though.
Pukekohe Bus Rail Interchange – AT say they have $1.5m in funding for this financial year to upgrade the station which I’m sure is something that will get the locals will be pleased about. AT will also be moving the facilities to refill diesel trains from Papakura to Pukekohe
Puhinui Station – The station will be getting an upgrade to the standard Auckland design to improve customer experience. It is expected to be finished by June 2015.
Grafton Bridge – From early next year AT will be allowing taxi’s to use Grafton Bridge as part of a one year trial. While they say they will review the impacts in 3 months. Overall this seems like it could be quite a bad outcome for those on bikes but we’ll have to wait and see.
Integrated Fares – The AT board signed off the business case for integrated fares last month although we’re still waiting to hear just what that will entail. What we do know from the report to the board is that integrated fares won’t go live till the end of next year. This is due to AT needing to re-program much of the system to handle proper integrated fares. As for HOP as it is now, once again the board report¹ says that the percentage of trips on the PT network using HOP has remained the same as last month, AT say they think the ” Get onboard with Jerome” campaign will improve results over the coming months.
Auckland Transport have released more details about the route for the Glen Innes to Tamaki Dr shared path that they and the NZTA are going to build over the next few years. The $30 million path will be built between 2015 and 2018 in four stages (down from five initially). The stages are shown below and previously section 2 was two separate stages.
AT say the project features are
- The path will be around four metres wide and constructed mostly in concrete. Timber boardwalks will be used for short water crossings such as Orakei Basin and concrete for longer structures such as the proposed Hobson Bay crossing.
- The path will be safe and convenient for use by people on foot or on bike.
- Good lighting will extend hours of access, particularly during winter months.
- The route’s geography is hilly in places, but the design of the path will keep gradients as low as possible.
- The path design will link into local communities and the project will identify future links that could be built at a later date.
- The path will connect communities with public transport along the route.
AT have put out this video showing the route.
And here are the
I think the thing that surprised me the most was that the path will travel down the northern side of the railway line till around Purewa Cemetery before crossing over to the southern side. I had previously thought they would squeeze it in on the southern side. Being on the northern side might in future open up the opportunity for some of the areas on the northern side of the tracks to have access to Meadowbank station which would be useful, although it might also increase calls from the local board to have another station in the vicinity.
I also wonder what the longer term plans are for the section of land between the path and the railway line south of St Johns Rd. We know it’s now not going to be used for an Eastern Motorway.
And here are a couple of images of what the path may look like.
My biggest concern with the path is that there won’t be enough done to build cycle facilities on roads that lead to/from the path. That includes both in the eastern suburbs and of course Tamaki Dr. Overall though I think the path will be very popular and busy with people walking and on bikes, especially across Hobson bay on a nice day.