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 project is to separate people on bikes from pedestrians and vehicles to create a safer and more enjoyable journey for all.
Delivering safe cycling infrastructure
Auckland Transport is committed to delivering safe infrastructure for people to ride bikes. We want to give people a range of travel choices.
We are delivering on the aspirations of Auckland Council and central government to provide more for people walking and cycling. This is a key theme in the Government Policy Statement on Transport, and in Auckland Council’s 10 Year Budget.
We are also committed to reducing death and serious injuries on our roads by 60 per cent by 2028. Improving road safety for all road users, including people walking and cycling, is our top priority. Providing separated cycling infrastructure, slower streets and safer intersections is key to reducing death and serious injuries. People on bikes and people walking are over-represented in Death & Serious Injuries statistics.
Work has paused
Construction on routes 1 (Surrey Crescent / Old Mill and Garnet Road) and 2 ( Richmond Road) is being paused while we review some elements of the design and re-engage with the local community. There are partially complete and open works on some sections which AT will need to complete or make safe while the review takes place. Stakeholders and the local community were advised of this decision via letter on 1 December and 7 December 2017 respectively. Find out more about how the paused works will affect you.
Surrey Crescent to Garnet Road CLG presentation
The Community Liaison Group is the mechanism for AT and its technical experts to provide feedback and updates to the community through the representation of the members.
To reflect the community, members are local residents, local businesses (hospitality, retail, trade) and members of the Waitemata Local Board.
One group represents Richmond Road and the West Lynn Village.
The other group represents the residents, businesses and schools on the Surrey Crescent/Old Mill/Garnet Road route.
Five to six CLG meetings are planned at about monthly intervals.
Our design team Boffa Miskell, Beca and MR Cagney also attend. The Community Liaison Groups are chaired by an independent facilitator with an external minute taker.
The meetings are by invite only, and not open to the public.
CLGs Meeting minutes 2018
- February 2018 Meeting minutes (PDF 222KB)
- March 2018 Meeting minutes (PDF 222KB)
- April 2018 Meeting minutes (PDF 313KB)
- September 2018 Meeting minutes (PDF 182KB)
The type of bus vehicle serving a bus stop has a direct impact on many aspects of its design
A bus must be able to:
- Pull into a bus stop in a safe and efficient manner.
- Stop as close to the kerb as possible to pick up or set down passengers. Close proximity to the kerb ensures that all passengers, regardless of their level of mobility are able to board or alight the bus in a comfortable and expedient manner.
- Pull out of a bus stop in a safe and efficient manners.
Bus Stop Layout
Every bus stop layout should be long enough to allow a standard bus to pull in at the correct angle so that it can stop closely parallel to the kerb and manoeuvre out of the stop safely. Buses should also be able to approach and leave stops without delay or obstruction. For most stops, room is required for only one standard bus at a time.
The ideal bus stop layout will achieve the following objectives:
- Minimise time spent at the bus stop by the bus.
- Prevent/dissuade other vehicles from parking in the stop area.
- Allow the bus to line up within 50mm (ideal) of the kerb and parallel to it (or within 20mm as a maximum).
- Minimise the use of kerb space where there are competing demands for frontage access.
- Maintain road safety.
In practice, buses are often prevented from achieving the above for two main reasons; the bus layout geometry is poor or vehicles are parked close to or at the bus stop, preventing buses from reaching the kerbside and forcing buses to stop in the carriageway. This causes difficulties for passengers trying to board or alight, especially for elderly or people will less mobility, and people with children or shopping who have to walk on the road and negotiate a higher step onto the bus.
The provision of the appropriate type of bus stop layout – in conjunction with many other measures such as kerb heights, road markings etc, aim to enable the bus to stop close to the kerb.
The main types of bus stop layouts are:
- Kerbside bus stop (in line stop).
- Indented bus bay.
- Bus boarder.
Kerbside bus stop (in line stop)
A kerbside bus stop is generally the preferred bus layout for most urban and suburban streets. The majority of stops across Auckland are kerbside stops.
Bus boarders are areas of footpath built out into the carriageway enabling the bus to avoid pulling off the main carriageway. Some of the advantages of bus boarders are: they allow more kerbside space for on-street parking provision either side of the boarder, they act as traffic calming devices by narrowing the road width and slowing traffic speeds and bus infrastructure can be provided off the main footpath, contributing towards a barrier-free path.
Indented bus bays
The main purpose of indented bus bays is to remove bus vehicles from the general flow of traffic while they are stationary when picking up or setting down passengers.
Bus bays, however present inherent operational problems for passengers and buses. Some of the disadvantages of this type of layout are: bus drivers often find it difficult to merge back into the mainstream of traffic causing delays. There is no ‘give way to bus’ rule in NZ (as there are in many other countries). Bus bays also require a significant area to ensure buses are able to pull in flush with the kerb. The impact on the surrounding land-use means there is less area available for wider footpaths, streetscape, berms, landscaping or on-street parking.
Indented bays are also prone to attract inconsiderate parking or unloading, especially at high activity areas like town centres, shop frontages. This again prevents the bus from reaching the kerbside, forcing passengers to get on or off from the road, causing difficulties for some passengers.
In March 2016, we asked for feedback on a proposed network of cycling routes in the area between Point Chevalier and the city fringe, bounded by the northwestern motorway and the sea. Community feedback strongly supported the proposed cycling network.
To begin development of the network in this area, four cycle routes in the wider Grey Lynn area was proposed:
- Route 1: Surrey Crescent to Garnet Road.
- Route 2: Richmond Road.
- Route 3: Greenways Route (Richmond Road to Great North Road).
- Route 4: Great North Road.
Public consultation on the four proposed routes ran between September and 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.