Auckland Transport

Route 1: Surrey Crescent to Garnet Road

This 2km route runs from the intersection of Surrey Crescent and Prime Road, along Surrey Crescent, Old Mill Road and Garnet Road, up to the Meola Road roundabout.

The route will improve access to a number of local shops, schools and community centres. It is also part of a route to the city centre and Auckland Hospital via Great North Road and Karangahape Road.

On this route, the focus of the proposal is to separate people on bikes from pedestrians and vehicles to create a safer and more enjoyable journey for all.

Improvements will be completed by the end of 2018.

Project details

Updated detailed design plans

Following community consultation in late 2016, we have developed the detailed design plans to reflect the feedback we have received.

There have been some changes to what is being constructed, particularly around safety at intersections and bus stops, and for people using the cycle lane.

Previous design plans

We have used community feedback to help decide on the most suitable cycleway option and to finalise the design of this route. We are proceeding with a combined on and off-road cycle lane (called option A during the feedback period). Find out about changes as the result of public feedback.

The on-road component will run kerbside, next to parked vehicles (separated by a buffer) and the off-road component will run through the berm, between the footpath and the line of trees, separated by a grass buffer.

The cycle lane will be cycling-only, not a shared path arrangement, and requires removal of fewer on-street parking spaces.

Heading towards Grey Lynn shops

  • A 1.5m-1.8m wide on-road cycle lane, separated from general traffic by a row of parked cars and some physical separators.

Heading towards Meola Road

A mixture of:

  • A 1.5m - 1.8m wide on-road cycle lane, separated from general traffic by a row of parked cars and some physical separators
  • A 1.6m wide raised off-road cycle path on the grass berm, separated from the footpath by a small grass buffer.

Route 1 Option A Cross Section

Changes to on-street parking

To fit the new cycling facilities in, removal of approximately 40 on-street parking spaces along the length of the route (approximately 10-15% of the available parking) will be required. Parking surveys show that the current demand for parking in the area can still be accommodated on the street or adjoining side streets.

We will seek to minimise on-street parking removal as much as possible.


Exclusions from this project

Garnet Road/Meola Road roundabout

Concerns about the intersection of Meola Road and Garnet Road came through strongly in the feedback from the March consultation. This roundabout is not part of this proposal, and is being investigated as part of a separate project which we will be seeking public feedback on later this year.

The route through Grey Lynn shops

The Grey Lynn shopping centre section of the cycling network is being treated as a separate project to this proposal. There are several factors to consider when designing a connection through this area and there is no easy solution. When investigating possible options we will carefully consider the needs of people and groups with an interest in this section of Great North Road (such as people on bikes, businesses, vehicle users and bus users).

This section will be considered for inclusion in our next programme of cycling projects (2019-2021), subject to funding.


Feedback process

The consultation period ran for five weeks, from 16 September to 21 October 2016. 255 individual people submitted feedback on this route, as well as four key stakeholder groups. This feedback helped us recognise and improve any issues that the community might have with the proposal.

We have compiled the feedback into common themes and written a report outlining the decisions made for each route.

Download the feedback and decisions report for route 1 (PDF 761KB, 32 pages).

Feedback summary

AT has used your feedback to help us decide on the most suitable cycleway option and to finalise the design of this route. As a result, we have made the following design decisions:

After careful consideration, we have decided to proceed with Option A, the combined on and off-road cycle lane.

This option will provide a combined on and off-road cycle lane: on-road running kerbside, next to parked vehicles (separated by a buffer); off-road running through the berm, between the footpath and the line of trees, separated by a grass buffer. The cycle lane will be cycling-only, not a shared path arrangement, and requires removal of fewer on-street parking spaces.

Your feedback suggests this option will better balance the needs of people on bikes, residents and businesses in the area.

As well as being the preferred option (based on your feedback), other reasons for proceeding with Option A include:

  • It provides a better facility for less confident cyclists.
  • It ensures less impact on residents.
  • It retains more on-road parking spaces.
  • It gives cyclists better separation from parked cars and opening car doors.
  • It offers better accessibility for walkers.
  • It provides better opportunities for cars making right-turns (by retaining the flush median).
  • It has less impact on bus stops.
  • It ensures children and less confident riders can benefit from a separated cycling facility.

Changes to the proposed design

As a result of feedback we will:

  • Seek to increase trees and vegetation.
  • Investigate installing additional pedestrian crossings.
  • Make changes to our intersection designs for safety.
  • Consider additional short term parking near businesses.
  • Minimise on-street parking removal as much as possible.
  • Where possible, provide physical separation from traffic for bikes.

There has been an overwhelming response in favour of using physical separation where possible and AT is delighted that the community shares its interest in creating high quality cycling infrastructure. We have already identified a number of key locations where this will be implemented, predominately in sections where the cycle lane is directly adjacent to live traffic (i.e. where there is no parking protection).

What happens next

We expect to begin construction in May 2017, once the detailed designs are completed. We will update you once the completed designs are available.

Alternative option considered - on-road cycle lane (option B)

We are not progressing with this option following community feedback.

Download the design plans for option B for route 1 (PDF 11.4MB, 16 pages).

  • A 1.5m - 1.8m wide on-road cycle lane, separated from general traffic by a row of parked cars and some physical separators.
  • Removal of approximately 120 on-street parking spaces along the length of the route (approximately 35-40% of the available parking).
  • Removal of central median in some locations.

Route 1 Option B Cross Section


Previous barriers identified

There were a number of concerns raised for this proposed route in the previous consultation for the area, which the designs have made an effort to address.

Conflict with buses, dangerous intersection, no cycle stop box, parked vehicle hazard, pinch point, wide intersection, Great North Road and Surrey Crescent

This intersection is being improved as part of the Grey Lynn Precinct Future Initiatives project, and will attend to the safety of all users in its delivery. Find more information on the Grey Lynn town centre transport changes.

High traffic volume, Great North Road and Surrey Crescent

The currently proposed routes are selected based upon numerous factors which includes but not limited to:

  • Directness
  • Strategic fit
  • Safety
  • Compliance to relevant guidelines
  • Coherence
  • Connectivity
  • Streetscape opportunities
  • Constructability

In locations where potential conflicts between vulnerable users and motor vehicles are high such as high volume high speed environments, the designers have implemented mitigation measures such as:

  • Providing buffer zones between cyclists and parked vehicles to prevent dooring accidents
  • Providing adequate sharing spaces between cyclists and pedestrians on shared paths
  • Providing raised mountable kerbing between cyclists and vehicles along bends
  • Positioning cyclists away from moving traffic where possible
  • Improving crossing facilities to cater for safer crossing of intersection by pedestrians and cyclists
  • Reshaping intersections to ensure corners to be less ambiguous

In quieter streets where the environment can be converted into a cycle friendly low speed area, the designers have implemented measures such as:

  • Speed calming treatments
  • Landscaping to convey the neighbourhood settings of road corridor
  • Special road markings and signage to emphasis presence of cyclists

Conflict with buses, Surrey Cres

The current proposal includes a designated cycle lane, separated from traffic, either an off-road facility on the berm, separated from traffic with roadside berm (option A), or an on-road facility separated by a painted buffer (option B), to minimise potential conflicts between people on bikes and vehicles, including buses.

Feel unsafe/dangerous (general), high traffic volume, high traffic speed, Surrey Cres

The currently proposed routes are selected based upon numerous factors which includes but not limited to:

  • Directness
  • Strategic fit
  • Safety
  • Compliance to relevant guidelines
  • Coherence
  • Connectivity
  • Streetscape opportunities
  • Constructability


In locations where potential conflicts between vulnerable users and motor vehicles are high such as high volume high speed environments, the designers have implemented mitigation measures such as:

  • Providing buffer zones between cyclists and parked vehicles to prevent dooring accidents
  • Providing adequate sharing spaces between cyclists and pedestrians on shared paths
  • Providing raised mountable kerbing between cyclists and vehicles along bends
  • Positioning cyclists away from moving traffic where possible
  • Improving crossing facilities to cater for safer crossing of intersection by pedestrians and cyclists
  • Reshaping intersections to ensure corners to be less ambiguous

In quieter streets where the environment can be converted into a cycle friendly low speed area, the designers have implemented measures such as:

  • Speed calming treatments
  • Landscaping to convey the neighbourhood settings of road corridor
  • Special road markings and signage to emphasis presence of cyclists

Parked vehicle hazard, Surrey Cres

On-street parking removal is being proposed where neccesary to ensure adequate space is available for vehicle manouvres, as well as required visibility at crossing points.

Separated or protected cycleway required, Surrey Cres

A new separated and protected cycle lane/cycle path is proposed along Surrey Crescent

Dangerous intersection, Richmond Road and Surrey Cres

This intersection is being improved as part of the Richmond Road route improvements, and will include cycle lanes, kerb buildouts, cycle ramps, a new traffic island/pedestrian refuge, and tactile pavings. This will improve safety at this intersection for all users.

Cars cut in front of cyclists to turn, Surrey Cres/Bullock Track/Old Mill

As part of this proposal, there are improvements for this intersection including (but not limited to): highlighting the presence of cyclists with a cycle lane and color treatment (greening); making the corner tighter for slower turning speeds; improving visibilty of/from cyclists and traffic; improve crossing safety for both pedestrians and people on bikes. These proposed changes will improve safety at this intersection for all users.

Dangerous intersection, Surrey Cres/Bullock Track/Old Mill

This intersection is receiving improvements as part of this proposal, including kerb build-out to better manage (and slow) traffic, a new central traffic island/pedestrian refuge, tactile pavings, and an on-road cycle lane (with both options) past the intersection. This should clarify priority and improve safety for all users at this intersection.

Unclear road markings and signage, Surrey Cres/Bullock Track/Old Mill

This issue is addressed as part of the intersection upgrade.

Driver behaviour, high traffic volume, high vehicle speed, Old Mill Road

The currently proposed routes are selected based upon numerous factors which includes but not limited to:

  • Directness.
  • Strategic fit.
  • Safety.
  • Compliance to relevant guidelines.
  • Coherence.
  • Connectivity.
  • Streetscape opportunities.
  • Constructability.

In locations where potential conflicts between vulnerable users and motor vehicles are high such as high volume high speed environments, the designers have implemented mitigation measures such as:

  • Providing buffer zones between cyclists and parked vehicles to prevent dooring accidents.
  • Providing adequate sharing spaces between cyclists and pedestrians on shared paths.
  • Providing raised mountable kerbing between cyclists and vehicles along bends.
  • Positioning cyclists away from moving traffic where possible.
  • Improving crossing facilities to cater for safer crossing of intersection by pedestrians and cyclists.
  • Reshaping intersections to ensure corners to be less ambiguous.

In quieter streets where the environment can be converted into a cycle friendly low speed area, the designers have implemented measures such as:

  • Speed calming treatments.
  • Landscaping to convey the neighbourhood settings of road corridor.
  • Special road markings and signage to emphasis presence of cyclists.

Parked vehicle hazard, pinch points, Old Mill Road

On-street parking removal is being proposed where neccesary to ensure adequate space is available for vehicle manouvres, as well as required visibility at crossing points.

Separated/protected cycleway required, Old Mill Road

A new separated and protected cycle lane/cycle path is proposed along Old Mill Road.

Side streets/vehicles turning, Old Mill Road

As part of this proposal, there are improvements for this intersection including (but not limited to): highlighting the presence of cyclists with a cycle lane and color treatment (greening); making the corner tighter for slower turning speeds; improving visibilty of/from cyclists and traffic; improve crossing safety for both pedestrians and people on bikes. These proposed changes will improve safety at this intersection for all users.

Blind corner, dangerous intersection, Old Mill Road and Francis Street

As part of this proposal, there are improvements for this intersection including (but not limited to): highlighting the presence of cyclists with a cycle lane and color treatment (greening); improving visibilty of/from cyclists and traffic; improve crossing safety for both pedestrians and people on bikes. These proposed changes will improve safety at this intersection for all users.

Blind corner, Old Mill Road and Wellpark Ave

As part of this proposal, there are improvements for this intersection including (but not limited to): highlighting the presence of cyclists with a cycle lane and color treatment (greening); improving visibilty of/from cyclists and traffic; improve crossing safety for both pedestrians and people on bikes. These proposed changes will improve safety at this intersection for all users.

Dangerous intersection, Old Mill Road and Wellpark Ave

This intersection is receiving improvements as part of this proposal, including kerb build-out to better manage (and slow) traffic, tactile pavings, and an on-road cycle lane (with both options) past the intersection. This should clarify priority and improve safety for all users at this intersection.

Dangerous intersection, Old Mill Road and Garnet Road

The current Old Mill-Garnet-West View intersection arrangement is being reconfigured as part of this proposal so that both Old Mill Road and West View Road independently turn off from Garnet Road (rather than being one big intersection). In addition, an extention of the current islands are proposed, as well as a pedestrian refuge island on Old Mill Road, cycle lanes, and significant kerb buildouts (and planting). This will separate Old Mill and West View to create a safer and more organised road arrangement where all users can easily identify where other users are, and where they intend to turn.

Safe crossing required, Old Mill Road and Garnet Road

As part of this proposal, there are improvements for this intersection including (but not limited to): highlighting the presence of cyclists with a cycle lane and color treatment (greening); making the corner tighter for slower turning speeds; improving visibilty of/from cyclists and traffic; improve crossing safety for both pedestrians and people on bikes. These proposed changes will improve safety at this intersection for all users.

Driveways/side streets/vehicles turning, feel unsafe/dangerous (general), high traffic volume, high vehicle speed, Garnet Road

The currently proposed routes are selected based upon numerous factors which includes but not limited to:

  • Directness.
  • Strategic fit.
  • Safety.
  • Compliance to relevant guidelines.
  • Coherence.
  • Connectivity.
  • Streetscape opportunities.
  • Constructability.

In locations where potential conflicts between vulnerable users and motor vehicles are high such as high volume high speed environments, the designers have implemented mitigation measures such as:

  • Providing buffer zones between cyclists and parked vehicles to prevent dooring accidents.
  • Providing adequate sharing spaces between cyclists and pedestrians on shared paths.
  • Providing raised mountable kerbing between cyclists and vehicles along bends.
  • Positioning cyclists away from moving traffic where possible.
  • Improving crossing facilities to cater for safer crossing of intersection by pedestrians and cyclists.
  • Reshaping intersections to ensure corners to be less ambiguous.

In quieter streets where the environment can be converted into a cycle friendly low speed area, the designers have implemented measures such as:

  • Speed calming treatments.
  • Landscaping to convey the neighbourhood settings of road corridor.
  • Special road markings and signage to emphasis presence of cyclists.

Narrow road, parked vehicle hazard, Garnet Road

On-street parking removal is being proposed where neccesary to ensure adequate space is available for vehicle manouvres, as well as required visibility at crossing points.

Safe crossing required, Garnet Road

All existing crossing locations will be audited to ensure the safety of their currently location as well as visibility provision.

Separated/protected cycleway required, Garnet Road

A new separated and protected cycle lane/cycle path is proposed along Garnet Road.