We love receiving positive comments and emails from the non-cynics out there. Occasionally there’s an idea in the inbox that is both so good and so timely, we leap to share it.
Today’s example is especially relevant and appealing in the current context, with the reckless commitment of future transport funding by the current government to low-value, high risk, duplicate mega-highways in the exurbs.
With such high stakes gambling being done with so many of our future transport dollars I believe we can achieve the most value with whatever remains available by focusing on projects of rational significance. All over our cities and regions, there are hundreds, likely thousands, of smaller yet highly valuable connectors and gap-fillers, just waiting for a fragment of investment to unlock the latent value of the existing (but incomplete) networks.
Most of New Zealand’s cycling and walking networks fall into this category. They’re improving, slowly, but most are still incomplete. Relatively small, low-cost/ low-risk/ high-value connections would instantly enable way more cheap and cheerful journeys possible, for all kinds of people. Opening up access to places currently inaccessible or only accessible by car. A no-brainer, you would think, for a constantly-in-crisis, vulnerable, and generally uncertain future.
This suggestion from a reader of Greater Auckland is a great example of a nearly-there-network, with critical but relatively simple gaps that need closing. Thanks, Ellen!
Hi Greater Auckland,
An idea for a post 🙂
With the near completion of “Stage 4 Te Ara KiUta Ki Tai”, and the near completion of the “Links to Glen Innes” (both 2026), is it a good time to have a re-think of the idea of a fully protected central isthmus connector cycleway? (See attached)
Only need 3 short sections completed to have a whole protected loop? –
1. Pilkington Rd (Panmure),
2. Mt Wellington,
3. Southdown.What an exciting thought 🙂
Ellen
Ellen adds that the idea of an isthmus loop has been floating around for at least a decade, and there may even be a video about it somewhere.
Her map below offers a quick sketch. The purple lines are existing dedicated/ off-road cycleways, including shared paths, and links currently under construction. The orange loop is the uninterrupted safe route that would become possible if we filled the three identified gaps.
An outline of a potential Isthmus Central Connector Cycleway, via reader Ellen.
Perfect timing
The timing for this vision couldn’t be more perfect, given recent confirmation that the corpse of the always over-scaled and ill-conceived East-West Link will not, in fact, ever be revived – not even by the tarmac-hungry current government. That means Area 3 on Ellen’s map – the most critical safety gap bridging the North Island Main Trunk rail line at Penrose/Westfield – is no longer cursed by the dead hand of a doomed mega-project freezing all local improvements.
“Ungapping the map” (to borrow a phrase from our Vancouver counterparts) would be a fantastic project to get into the upcoming Regional Land Transport Plan for Auckland.
It not only adds further value to the existing infrastructure, it also unleashes key projects that are almost complete – especially the “Desley-Way”, i..e the final leg of the Glen Innes to Tāmaki Drive shared path currently taking shape around Hobson Bay.
Area 1 – Pilkington Road through Panmure
As Ellen points out, the Pilkington Rd/ Panmure town centre stretch is also the missing gap in a continuous cycle connection from the city centre to Pakuranga (and later Botany?). The Glen Innes connections under construction currently stop at the Pilkington/ Apirana/ Tripoli roundabout, leaving a gap if you want to bike safely from there to Panmure.
Fixing this would also help expand the catchments of both Glen Innes and Panmure Stations, and improve transport choice for the communities of Tāmaki, Pt England, and Stonefields.
Links to Glen Innes, currently under construction: map via Auckland Transport
Readers with long memories might recall that Pilkington Road was originally identified for funding under the 2014 NZTA Urban Cycleways Programme. Whatever happened to that plan? In any case, a fix is now well overdue.
The 2015 Urban Cycleways Programme vision for Auckland, with Pilkington Road (between Tāmaki and Panmure) shown as one of the “new cycleways receiving funding.” Image via NZTA/ Waka Kotahi
Areas 2 and 3 – Mt Wellington/ Sylvia Park, and Southdown/ Penrose/ Te Papapa
This whole area is a ghastly Darién Gap for anyone who’s not inside a vehicle: impassable, impossible, and frighteningly dangerous in parts. Ironically, Auckland Transport recently made some quick low-cost improvements to the giant roads as part of the Auckland Network Optimisation Programme – but unfortunately, nothing for walking and cycling. Once again, those fundamental networks did not get optimised.
Which is why Ellen’s nudge is so timely and powerful. Solving these issues isn’t just of benefit to those who want to go on a long leisurely loop around the isthmus. It’s also – and especially – valuable for opening up local trips, all along the way.
Just a couple of small interventions could unlock so much. Not least of which is better access to Sylvia Park itself. Imagine being able to safely ride or walk to IKEA. As it happens, that’s something IKEA’s own management also values!
The area around Penrose, with the crucial missing links to Sylvia Park shown in red.
You could also easily improve access to and through Mutukaroa/Hamlins Hill Regional Park, an under-loved local gem.
This area really is a terrible desert for meaningful local access. It’s a striking example of how if we only build for vehicles, we fail for everyone, including drivers. Thankfully, the well used Sylvia Park Station is there for connection to the Rapid Transit Network, so better active mode connections to and through the mall would extend the station’s catchment too.
Local knowledge and political champions
With Council’s transport planning in a state of flux right now, visions like these desperately need political champions. And the best way to find those is by energising local enthusiasm and insight.
I have no idea if the lines I have drawn above and below are the best answers, especially as Google is an unreliable source for existing safe cycling advice. So, this is a wider call for a study on how to best unlock these barriers to access.
More missing links – including stadium access – in Mt Wellinton/Penrose/ Sylvia Park/ Te Papapa/ Onehunga.
Local experts Bike Onehunga have been discussing the potential here, too. So this is a great opportunity to expand and share the knowledge. Please weigh in! For example:
- How about better local access to Mt Smart/ Go Media stadium? In theory you can cycle there for events – I know people who have – but in practice there are some very forbidding stretches.
- The Hugo Johnston Drive/Church St intersection is due for improvements under the Network Optimisation Programme – what would make it safer for people on bikes and on foot?
- Any updated thoughts on Bike Auckland’s 2013 suggestion for a cycleway link from Waikaraka Park over the railway line to Sylvia Park?
- And what about access to schools, shops and stations?
Ultimately, this could be an example and a nudge to all of us to identify other missing links and clever fixes to campaign for – so we can “ungap the map” and expand access in every corner of our city. What an exciting idea 🙂
PS This piece of news just washed across my screen. It seems there is a lot of interest in this route; the planets are aligning.
PPS History offers us yet another reason to solve this particular area. It’s home to (the ghost of) Auckland’s first arterial cycleway. In 1935, a kilometre of dedicated bike path was built along Great South Road from Penrose towards Ōtāhuhu…
The [Mount Wellington] Road Board was at present arranging to seal 8ft. on either side of the concrete pavement, of its section of about 50 chains between Penrose and Westfield, with a view to accommodating cyclists. This length was being subsidised by the Main Highways Board.
The work was championed by the Ōtāhuhu Borough Council, after a string of awful fatalities, on behalf of local people biking to work and school. Our great-great-grandparents would surely be glad we’re finally catching up with them.
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Given the glacial pace of introd7cing existing bike infrastructure could someone like Greater Auckland become an infrastructure provider under the new planning acts, designate the route to protect it and charge a small fee to use it and support a biking network throughout New Zealand? And gain any consents required as a fast track application to avoid some of the vested interests that may be standing in the way of existing biking proposals?
Brilliant. Just a few short links and it’s done.
Then there is the issue is the cycling black hole within the four corners route.
I think the plan to link up the missing pieces is very well thought out, and should be a priority to finish within 18 months.
In the South Island there are a number of long distance walking/cycling trails.
One in particular links Westport (Kawatiri) to Charleston which is 42 km long, and on a bike with an average rider would take about 4.5 hours. It is possible to access it along the way, so you can be dropped off at one point, and cycle say 10 or 12 km and then be met further down the track.
The same would apply in Auckland if you just wanted a short ride.
All you need is a car bike rack!
Name is: Kawatiri Trail.
The other day, a cycling friend was extolling the virtues of Auckland’s “Outer Four Corners Route”. He and a friend take a ferry to Pine Harbour – 1st Corner
Ride to Takinini – 2nd Corner
Ride to Westgate – 3rd Corner
Ride across the Upper Harbour Bridge and into the North Shore cycling desert to the 4th Corner at Devonport and back on the ferry.
He says they can do it mostly on protected cycleways (except the North Shore) although I can’t remember the exact route details.
If this is the Outer FOur Corners, the route suggested above could be “Auckland’s Inner Four Corners”
This is my favourite Sunday loop ride – and its always gutting when you get spat out into Otahuhu’s industrial wasteland then the start stop cycleways until you hit Glen Innes. I assumed this was always on someones radar.