The content on this page was accurate at the time of the traffic resolution consultation, and some changes were made to the project as a result of community feedback. We've kept this page to make sure we are being transparent about our process and to show how the project has developed. The main project page is the most up to date place, and more information about the Council's decision can be found in the meeting minutes

The aim of Wellington's bike network plan is to create a strategic citywide network of connected bike routes in order to improve safety for people on bikes, incrase the role of cycling in the transport network, and improve environmental and health outcomes. 

Our transport planners developed a long list of possible options for how this route could be improved, looking at things from a range of different perspectives, thinking about all the possibilities and what could be achieved in line with best practice national guidance. 

Section 1 - Kaiwharawhara Road 

For the length of Kaiwharawhara Road, the options were whittled down to three viable options:  

  • Option 1: separated uphill bike lane heading towards Ngaio and a shared bike/bus lane in the morning peak heading towards the city. Off-peak parking available in the city-bound direction. 
  • Option 2: painted bike lane shoulder heading towards Ngaio and a full-time shared bike/bus lane heading towards the city. Full-time parking in the city-bound direction. Narrow lane widths. 
  • Option 3: Separated uphill bike lane heading towards Ngaio and a shared bike/bus lane in the morning peak heading towards the city. Off-peak parking available in the city-bound direction. Narrower bike lane and traffic lanes, but wider bike/bus lane. 

Option 3 scored the highest however following a detailed parking survey, we’ve gone with a mix of options 1 and 3. 

Considerations for Kaiwharawhara Road 

Things that were considered included connections for bikes, safety for people walking, bus improvements, street widths, intersections, and the effect on parking.  

We also considered the medium-to-long term shift to low carbon transport for the residents and businesses along the route, the importance of parking, particularly for Kaiwharawhara businesses, and the need to upgrade the Kaiwharawhara Bridle Path to better cater for people walking and biking.  

Things that weren’t part of the assessment of the long list included using a route away from Ngaio Gorge and extensive changes to kerbs to make more space. 

Following a detailed parking assessment along the route, and engagement with local residents and businesses, we decided to take a staged approach to making improvements along Kaiwharawhara Road. This will give businesses time to adjust to the changes, which we considered is necessary because of a lack of alternative parking available. 

Section 2 - Ngaio Gorge Road 

For Ngaio Gorge Road we looked at two options:  

  • Option 1: separated uphill bike lane heading towards Ngaio, and people on bikes sharing the downhill lane with traffic.  
  • Option 2. painted bike lane shoulder heading towards Ngaio, and people on bikes sharing the downhill lane with traffic. 

For both options we also identified the need for a pedestrian crossing across Ngaio Gorge Road near Perth Street where a lot of people cross the road to get to bus stops. 

Because of narrow road widths in places, we have decided to go for a mix of options 1 and 2.  

Considerations for Ngaio Gorge Road 

The main considerations are the width of the road and the space required by large vehicles like buses so they don't cross the centre line around corners. This means it's not possible to install separators for the bike lane all the way up Ngaio Gorge Road.  

Section 3 - Kenya Street and Crofton Road 

For these two streets the main options considered were: 

  • Option 1: a shared lane heading towards Ngaio (now downhill) and a bike lane towards the city (now uphill), with parking retained on one side.  
  • Option 2: retain the existing street layout with people on bikes sharing the uphill and downhill lanes with traffic. This has no real benefits for anyone. 
  • Option 3: painted bike lanes on both sides of the street and removal of all car parks.  

All three options include improving the pedestrian crossing on Crofton Road. Changes to the design of the roundabout by Ngaio Town Hall is out of scope for this project.  

Option 1 scored the highest. 

Considerations for Kenya Street and Crofton Road 

Kenya Street and Crofton Road have sufficient space for cars to be parked on the downhill side only. Kenya Street is generally narrow and it is difficult for buses, cars, and people on bikes to get past each other when cars are parked on both sides.  

Traffic flow would be improved by removing parking from one side and replacing it with a separated bike lane where there is room, and a painted bike lane where lane widths are constrained. Most houses on the uphill side of Kenya Street have off-street space for cars.

This will improve things for everyone travelling along these streets.  

Section 4 - Cameron Street

Many people on bikes use Cameron Street to commute to work via the Khandallah Bridle Path, which is designated as a shared path.  

Three options were considered: 

  • Option 1: a painted uphill bike lane, with a shared downhill traffic lane.  
  • Option 2: people on bikes sharing the downhill and uphill traffic lanes.  
  • Option 3: painted uphill and downhill bike lane shoulders with a central traffic lane - similar to the 'cycle shoulders' layout used in the Netherlands.

Option 1 scored the highest. However, we have decided there is not enough space in places for a bike lane, and have agreed with Waka Kotahi to trial the new street layout for bikes and cars.  

Considerations for Cameron Street 

The considerations for Cameron Street are that it is a narrow street leading to a long shared path. Apart from local residents, almost everyone biking on Cameron Street also bikes on Kaiwharawhara Bridle Path. So, we decided to make some minor improvements to that shared path aimed at lowering the average speed of people on bikes.