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Auckland Transport

Route 2: Richmond Road Route 2: Richmond Road

West Lynn Village remedial works

This page was last updated on 26 May 2021.

Plans to address the steep footpath alongside the zebra crossing and drainage defects in West Lynn village are progressing.

We are developing a construction plan and programme of works collaboration with businesses and properties in the village to help mitigate the impact of the works on businesses, residents and visitors to West Lynn.

The proposed works are:

  • Lifting the footpath alongside the kerb between 428 and 440 Richmond Road to create new pedestrian ramps and a set of steps between the zebra crossing and the shops
  • Construction of a new speed table on Hakanoa Street to create a level pedestrian crossing route
  • Installing new footpath drainage in three areas when ponding occurs (see the Design section below for locations)

Overview

In 2017, when the footpath leading to the zebra crossing outside 430 Richmond Road was reconstructed, it was built with a steeper gradient than it had before. It also did not include a level area for people to wait before moving onto the crossing.

Some areas of the footpath also suffer from water ponding and, to correct that, short sections of new drainage are required to drain those areas.

The changes are aimed at making it easier for people to get around the village by improving the overall accessibility of the footpaths.

Design features

  • New ramps to the zebra crossing will provide better access to the crossing and to the existing on-road car parking area
  • A retaining wall will support the new footpath and create an opportunity for landscaping, as well as directing away from shops
  • A new concrete drainage channel will replace the existing drainage
  • Additional planting

Design

Level footway area outside businesses created by the low retaining wall.
Level footpath area outside businesses created by the low retaining wall.

Ramps and steps created at the zebra crossing to provide accessible access.
Ramps and steps created at the zebra crossing to improve access.

Representation of proposed footway changes near Hakanoa Street.
Representation of proposed footpath changes adjacent to Hakanoa Street.

Drainage plans

Installing additional and replacement drainage at three locations in West Lynn Village.

470 to 476 Richmond Road

Construction of a slot drain with a grated cover that would intercept run-off from the footpath in front of the businesses.

422 to 436 Richmond Road

Replacement of the existing concrete channel that runs along the middle of the footpath with a new concrete channel that is better suited to this flat area.

405 Richmond Road ‘Warnock Corner’

The footpath in this location is flat with minimal slope to allow rainwater to drain away. A new slot drain with a grated cover will be installed to intercept the water run-off from the footpath and direct it to the road channel to drain.

Timeline

The resource consent to undertake these remedial works has been obtained and it is anticipated that the construction period for the footpath and drainage works will be approximately 12 weeks.

The programme has not been confirmed at this time and the project team will work with affected businesses, the Grey Lynn Business Association and residents to mitigate disruption, as far as is practicable.

Car parks near the crossing

There are no changes proposed to any of the existing carparks

Existing cycleway

There are no changes proposed to the existing cycleway



Archived project information

This route runs along Richmond Road from Surrey Crescent to Parawai Crescent through the West Lynn shopping centre. It will connect with Route 1 (Surrey Crescent to Garnet Road) and Route 3 (Greenways Route).


On this route, people on bikes will be separated from pedestrians and vehicles to create a safer, more enjoyable journey for all. It will be a convenient connection to the West Lynn shops, and also to the city via Route 1, Route 4 (Great North Road), and Karangahape Road.

We are aiming to slow traffic, provide better pedestrian amenity, and enhance the environment for locals and visitors to the West Lynn shopping centre.

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 we 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.

West Lynn village CLG presentation

Download the West Lynn village CLG presentation (PDF 5.44MB)

Community Liaison Groups (CLG)

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. Minutes from the CLGs will be posted on the project’s AT webpage.

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.

Download the CLG terms of reference (PDF 135KB)

CLGs Meeting minutes 2018 Bus stop provision

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

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.

2016 consultation


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.

160 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.

A feedback and decisions report can be read here

Download the feedback and decisions report for route 2 (PDF 830KB, 39 pages).


Exclusions from this project

Richmond Road/Westmoreland Street intersection

This intersection is being developed as part of Route 3, which runs from this junction through Grey Lynn Park, down Grosvenor Street to Great North Road. Find out more about Route 3.