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. 

Our transport planners and engineers developed a long list of possible options for how we could improve this route, looking at things from a range of different perspectives, thinking about all the possibilities and how to best achieve the objectives. These were whittled down to a short list of four viable options for each section.  

Section 1: Tinakori Road (Bowen Street to Hill Street)  

Option 1 - One-way protected bike lane on each side (all car parks removed) 

Option 2 - Uphill protected bike lane (half of the car parks removed) 

Option 3 - Minor safety improvements, including parklets, kerb build outs, raised pedestrian crossings and extending the 30km/h safer speed zone

As this section is a town centre with an existing 30km/h safer speed zone, we chose to follow a consistent approach with other town centres across the bike network so far by going with minor safety improvements. This is a slow speed zone, so reinforcing the slow speed with parklets and raised crossings alongside sharrows will improve safety for people walking and biking in the area, as well as enhancing the vibrant shopping village.


Section 2: Hill Street  

Option 1 - Uphill protected bike lane (half of the car parks removed) 

Option 2 - Minor safety improvements only, kerb build outs, raised pedestrian crossings and extending the 30km/h safer speed zone

Due to the low traffic volumes and low speeds of vehicles using this section and the existing traffic calming measures, minor safety improvements are preferred, including new speed humps. Minor safety improvements for Hill Street also work with the preferred option for Tinakori Road. 


Section 3: Aitken Street  

Option 1 - Buffered bike lanes outside the parking

Option 2 - Protected bike lanes on both sides 

Option 3 - Minor safety improvements only

Our preference here is option 2 but with a protected bike lane on the southern side only (near the cafes) – allowing us to retain some car parks by changing the existing car parks on the northern side from angled to parallel.

This option ensures better connectivity for those travelling into the city and is consistent with the design for a separated bike route continuing along from Murphy Street onto Molesworth Street.

Sharrows are proposed in the opposite direction as it is not the main direction of travel for people on bikes. 


Section 4: Pipitea Street  

Option 1 - Painted one-way bike lanes 

Option 2 - Protected two-way bike lane and one-way street

Option 3 - Minor safety improvements only

This section is not part of the strategic bike network, but is a local connector to schools and destinations in Thorndon.  It has low vehicle volumes and speeds, so the preferred option is minor safety improvements only. These improvements will include ensuring reduced vehicle speeds through traffic calming measures such as new raised pedestrian crossings.


Section 5: Molesworth, Mulgrave, and Murphy streets 

Option 1 - Protected bike lane in each direction on the right side of these streets

Option 2 - Two-way bike lane along the full length of Molesworth Street on the right side

Option 3 - Protected bike lanes in both directions, with a section of two-way bike lane on the right side of the lower part of Molesworth Street to connect to Lambton Quay.

In this section, our preference is option 3 – with protected bike lanes in both directions and a section of two-way bike lane on the right side of the lower part of Molesworth Street. It provides greater bike network connectivity than option 1, with the two-way bike lane on lower Molesworth Street meaning people on bikes can take a shorter route to Lambton Quay and The Terrace, avoiding major intersections, and connecting into the Golden Mile.

Option two was discounted because there was insufficient road width and it created issues with connectivity. 

The right side of Molesworth and Mulgrave streets were chosen for the separated bike lanes, as the other sides presented too many safety concerns, including the volume of vehicles at the motorway on and off ramps, alongside other conflicting elements such as a construction loading zone and bus stops.


Section 6: Bunny Street west 

Option 1 - Retain existing shared street 

Option 2 - Shared lane westbound, narrow painted bike lane eastbound

Option 3 - Shared lane westbound, protected bike lane eastbound

The preferred option for Bunny Street west is to retain the existing shared street due to the low traffic volumes and speeds. Bunny Street west currently allows people on bikes to travel in the eastbound direction with Victoria University, buses and bikes allowed to travel in the westbound direction. Potential improvements to the existing layout to be investigated include street art and relocating the bus layout space. 


Section 7: Lambton Quay (Whitmore Street to Bunny Street) 

Option 1 - Protected cycle lane northbound, shared lane southbound 

Option 2 - Two-way cycle facility east side

Option 3 - Two-way cycle facility west side

Option 2 is the preferred option because it connects directly into the proposed two-way cycling facility on Lambton Quay south of Whitmore Street. Conflicting slip lane and bus movements also made this the safest option. Additionally, this option fits with the proposed two-way facility on Lambton Quay as part of Let's Get Wellington Moving's Golden Mile project. 



Things that were considered through the options assessment included connections for people on bikes, pedestrian safety, bus lanes, street widths, street layouts including one-way systems, loading and servicing, intersections and traffic signals, and the effect on parking.  

Things that weren’t considered in the assessment of the long list included using alternative routes, shared paths (except for short distances where there was no other option), and widening streets. 

For more, read the full Multi-criteria analysis (MCA) of options