Perspective for Resource Consent: The bridge will be a distinctive gateway on State Highway 20, with a different character experienced when travelling east and west.
As a signature element of the Onehunga Foreshore Restoration, the pedestrian and cycle bridge will become a key linking element between the existing Onehunga Bay Reserve and the new coastal parkland and beaches. It will form part of a recreational loop and connect with the Waikaraka Cycleway and the future Taylors Bay coastal walkway. The project is currently making its way through Auckland Council’s Resource Consent process.
Plan for Resource Consent: The project seeks to re-establish the natural character of Onehunga Bay through the creation of 6.8ha of usable parkland and rocky promontories as well as dynamically stable gravel and sandy beaches.
The bridge design was led by Isthmus who developed the key concept and aesthetic elements of the proposal within the parameters determined by the Principals Requirements. This included the need to balance the gateway directive with the need to ‘fit’ and being keeping with the Onehunga environment and to completely span the motorway. A key component of the concept was for the bridge to belong to the land and therefore the Onehunga community and this differentiated it from the series of cable stay bridges currently on the motorway network. With the concept embedded Isthmus worked with the URS bridge engineers to develop a steel truss system that could be clad. Similarly Isthmus worked with Tonkin and Taylor Civil and Geotechnical engineers to develop the form of the abutment mound and degree of cladding.
Alan England, Visualisation Technician, Auckland
why do you ride a bike?
There is nothing quite like the simple pleasure of riding a bike.
what are you riding at the moment, and why do you like it?
I have just returned from holiday at Otama Bay in the CoromandelPeninsula, we drove there from Auckland and I took my 20 (Raleigh20, 1970s ish). She’s a great old bird, and everything still works. It was perfect for a kiwi summer bach bike. Good for riding to and from the beach and shops – it was heaven.
by Scot Bathgate
(first published with Gordon Price on spacingvancouver)
A borrowed concept based on the Copenhagen model of non-defined roadways, the response from drivers has been somewhat different than European cities which have implemented similar design concepts within their respective CBD’s. In Auckland, the absence of kerbs and initial lack of signage to define parking spaces has led to a free-for-all by motorists claiming free parking by travelling up onto what used to be sidewalk space, finding themselves in-between street trees now surrounded by paving on random angles and in some cases, double parked.
The building-to-building paving has indeed provided a blurred definition between pedestrian and vehicular spaces; unfortunately in the early days of this experiment it was the vehicles that used this new condition to their advantage.
Things have changed since then; the council has added new signage and enforced time limits on parking. New streetscape elements such as light poles, litter bins, movable planters and benches have been added to ironically define the very travel lane that was removed. So this begs the question: if the goal was to reduce the speed of traffic in these spaces, perhaps leaving the kerbs but narrowing the lane dimensions would have the same effect through the creation of traffic friction for the driver.
The WordPress.com stats helper monkeys prepared a 2011 annual report for this blog.
Here’s an excerpt:
A San Francisco cable car holds 60 people. This blog was viewed about 1,300 times in 2011. If it were a cable car, it would take about 22 trips to carry that many people.
Click here to see the complete report.