Carlton Gore Road (Park Road to Davis Crescent) is a key east-west link in the suburb of Newmarket, Auckland.  The link is classed as an arterial corridor in the One Network Road Classification (ONRC).

The purpose of the project was to make the area safer and more accessible for people travelling on foot and by bicycle.  The addition of the cycle facilities provides for an improved east-west route and avoids the need for people on bikes to travel along the busier Khyber Pass Road, a parallel corridor to the south.

Offices, retail, hospitality, and residential accommodation all front on to Carlton Gore Road with a section of Auckland Domain being a predominant land-use on the northern side of the street.  The adjacent land-uses generate large numbers of people movements through the day, so the project also sought to calm traffic on this busy street and promote walking and cycling as a safe and easy way of moving round.

The addition of a raised zebra crossing on Carlton Gore Road and a raised table in a side street (George Street) have made walking easier, and an upgrade to the existing zebra crossing close to Morgan Street provides prioritisation for people crossing the road and moving around this location on foot.

Auckland Transport’s website provides further details about the Carlton Gore Road project(external link).

The project that was approved for implementation was significantly different than the original plan that was consulted on with various re-design iterations to accommodate both improved facilities for people travelling by bike and to address concerns of residents around parking removal.

Project owner: Auckland Transport

  • Key challenges and issues
    • The original proposal included a mix of cycle facilities that would really only provide for the enthused and confident cyclist. The uphill cyclist was provided with a cycle lane that stopped before a major intersection. 
    • A number of historic properties had no access to off-street car parking and residents were concerned about parking losses on the street.
    • Providing a continuous level of service for the user when using a range of different cycleway provisions (while noting that cycle facilities stop short of Davis Crescent). The resulting scheme included both buffered bicycle lanes and separated cycle facilities between the parking lane and the kerbside.
    • Long consultation and engagement process to determine the final design.

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  • Successes and learnings
    • It is important to engage with a wide range of advocacy groups (e.g. Bike Auckland, Generation Zero) very early, and continue this relationship throughout the project.
    • Engage with stakeholders affected by parking loss by relating to their concerns. For example, for small business owners, focus on parking opportunity for customers, not the number of parking spaces. It may be better to deal with parking issues separately to (and before) the cycleway project.
    • Ensure the project addresses existing problems for people riding a bicycle or travelling around on foot.
    • Understand how local businesses operate including loading requirements with business owners and operators.
    • In the downhill direction, a buffered cycle lane outside of parking is the more appropriate facility to a parking-protected facility due to the higher travel speeds by people cycling. Where people cycle behind a row of parked vehicles, safety issues arise at driveways due to poor intervisibility.
    • The buffered cycle lane in the downhill direction is frequently blocked by delivery vehicles. Parking demand is such that occupancy is too high for delivery drivers to have legal options to park.
    • The intersections at both ends of the road and particularly the signalised intersection (with Park Avenue) were outside the scope of the project. They require further work to provide for people on bikes better through and across the intersections. Where possible, intersections should be part of the project and design scope.
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