The Victoria Street Cycleway will be a dedicated cycle route along Victoria Street West, from the Beaumont Street intersection to the Hobson Street intersection.
- View a route map.
- Find the design plans for download.
- Find artist impressions and proposed cross-sections of the cycleway.
- Find out about changes to the road.
- Get the results of public feedback and read the consultation report.
Project status: Investigation.
Project zone: Central.
The Victoria Street Cycleway will be a one-way cycle lane on each side of Victoria Street West, from the Beaumont Street intersection to the Hobson Street intersection. The cycle lanes will be physically separated from motorised traffic for the whole route.
Where practical, the cycle lanes will also be physically separated from pedestrians with a small kerb. This creates a clear separation space for pedestrians and people on bikes. In some places, technical issues such as drainage and location of services may necessitate the cycle path be flush with the footpath.
The goal of the Victoria Street Cycleway is to create a continuous separated, safe, and attractive route to and from the city.
Physically separated cycle lanes maximise safety, efficiency and comfort for people on bikes of varying skill levels. The aim is to encourage more people to consider cycling as a transport option to get to and from the city, while also catering for people who already travel by bike.
The Victoria Street Cycleway will be the first section of a larger midtown cycling connection. This connection will provide safe, separated cycling facilities between Victoria Park and the Auckland Domain, creating cycleways to and through the heart of the city centre from the west and the east.
Auckland Transport (AT) and our partners are working to create an integrated network of cycleways that will provide safe, efficient and appealing links to and from the city. This network will connect people with their places of work, educational institutions, parks, entertainment venues, restaurants and shops.
The existing and planned city-centre network cycling facilities that connect to the Victoria Street Cycleway are:
- Nelson Street Cycleway,
- Future College Hill Cycleway.
- Future Franklin Road Cycleway (completed early 2018).
The Victoria Street Cycleway will eventually connect to Queen Street. Design and construction of Victoria Street West from Hobson Street to Queen Street will be completed as part of the City Rail Link project. In the longer term, AT proposes to implement cycle facilities east of Queen Street, along Wellesley Street West, forming a larger midtown cycling connection to the east and increasing the reach of the cycle network.
- Promote cycling as a safe, sustainable, and appealing transport option.
- Provide a connected cross town route, giving access to key destinations in the central area.
- Improve cycle connections to public transport interchanges, including the future Aotea Station on the City Rail Link.
- Connect to existing and future cycleways in the area to create a larger, interconnected cycling network – evidence shows the more connections there are the more people on bikes we get across the whole network.
- Improve safety along these routes for existing cyclists, while also being attractive to new and potentially less-confident cyclists.
- Help Auckland achieve the goal of a 30% increase in cycle journeys by 2019.
The map shows the Victoria Street Cycleway’s location, as well as the existing and future cycle facilities that it will connect to.
View looking west between Franklin Road and Beaumont Street
View looking west towards intersection of Wellesley Street and Halsey Street
View looking west between Wellesley Street and Union Street
View looking east between Hardinge Street and Graham Street
View looking west between Hobson Street and Nelson Street
Cross-sections looking east on Victoria Street
From Beaumont Street
Between Franklin Road and Halsey Street
Between Halsey Street and Dock Street
Between Hardinge Street and Graham Street
Between Nelson Street and Hobson Street
To accommodate the cycleway and minimise disruption to pedestrians, bus services and general traffic, a number of changes will have to be made to the existing road space.
- Removal of the left-hand turn and slip lane from Victoria Street West into Wellesley Street West, meaning you will no longer be able to turn left from Victoria Street West in to Wellesley Street West.
- Removal of the left-hand slip lane from Halsey Street into Victoria Street West. The left-hand turn is retained, but becomes a signalised turn
- Removal of the left-hand slip lane from Victoria Street West into Halsey Street. The left-hand turn is retained, but becomes a signalised turn.
- The footpath adjacent to Victoria Park will be changed to include both the footpath as well as the separated cycle lane. At certain sections it will be a shared path. Please see the designs for more details.
- Removal of left-hand turn slip lanes at the intersections of Victoria Street West, Halsey Street, and Wellesley Street West.
- Removal of the slip lanes includes removing the traffic islands and zebra crossings pedestrians currently use. The proposal includes increased footpath space to better and more safely accommodate pedestrians when crossing the intersections.
- Between Halsey Street and Nelson Street the design provides for the maximum number of bus stops or bus parking spaces required for current service. If the kerbside space is not required for buses, based on the New Network, the design of the cycle facility will be changed.
- Relocation of the bus parking in Victoria Street West to Beaumont Street.
- Reconfiguring of a number of bus stops along Victoria Street West to accommodate the cycle lanes and bus services.
- Removal of bus parking near the corner of Victoria Street West and Hobson Street.
To accommodate the cycleway and balance the needs of different users, changes to on-street parking will be required:
- On the southern side of Victoria Street West – 18 parking spaces will be removed between Wellesley Street West and Nelson Street.
- On the northern side of Victoria Street West:
- 16 parking spaces will be removed between Franklin Road and Halsey Street.
- 7 parking spaces will be available for public use on Saturdays and Sundays. These will be used as a bus parking Monday-Friday, outside clearway hours of 7 to 10am and 3 to 7pm.
- 2 parking spaces will be available for use by taxis only (excluding clearway hours Monday to Friday, 7 to 10am and 3 to 7pm).
- 2 parking spaces will be available for use by scheduled bus service operators only (available 24/7) as a driver changeover point.
- On the western side of Beaumont Street – 7 parking spaces will be removed to accommodate the relocation of the bus parking from the southern side of Victoria Street West (between Union Street and Wellesley Street West).
In addition, where possible, we will retain trees and plant new ones to enhance the visual amenity of the area.
Selecting the route
Following extensive analysis of options, Victoria Street West was chosen as the preferred route to improve cycling access into and through the city centre. It has a better gradient and less bus traffic than adjacent streets.
Our aim is to deliver a safe, separated, cost effective and high quality cycleway in a manner that provides a key link in the cycle network for people on bikes.
Data collected on the Nelson Street and Quay Street Cycleways shows we can deliver high quality cycling facilities, without increasing journey times on the routes for buses and general traffic.
The route was also selected following a feasibility study that considered the impact of major construction projects taking place within the CBD, such as the CRL, light rail, the New Zealand International Convention Centre and other developments.
Feasibility report summary
Considerations in determining the proposed route (by section):
Victoria Street, Victoria Park - western route
- Option 1: On-street – separated cycleway running along Victoria Street (preferred).
- Option 2: Crossing into Victoria Park to utilise wide footpaths as a shared path (alternative).
|Criteria||Victoria Street (preferred)||Victoria Park (alternative)|
|Cohesion||Separated cycleway more consistent with the rest of the cycleway. Connects more legibly to Franklin Road and eastern parts of the cycleway on Victoria Street.||Does not link as well with the College Hill cycleway, Franklin Road cycleway and the rest of Victoria Street due to need for diagonal crossing.|
|Directness||More direct with fewer stops and detours.||Would require more stops and crossing delay.|
|Comfort||Avoids crossing Victoria Street, greater personal safety at night.||Flat, comfortable, pleasant and quiet but additional road crossing require. Potential pedestrian / bike conflicts.|
|Safety||Route avoids crossing the road to the park.||Road crossings – potential risk for people on bikes.|
|Cost||Slightly more expensive than park option as more on-street infrastructure would be required. Simpler changes to signalised intersections||Minimal costs within the park but signalised crossings.|
|Network function||Important link between proposed cycleway on College Hill and destination in the city centre. Links into proposed cycleway on Franklin Road – which is the flattest and most direct route to central parts of Ponsonby. Important link for people cycling from Nelson Street Cycleway to Wynyard Quarter, as it links Wellesley and Victoria Street to Beaumont Street.||No advantages for west-east connectivity, but connects north to Wynyard Quarter and to the future SkyPath.|
|Strategic fit||More direct route is a better option for commuter cyclists.||Provides traffic free access to cycling facilities in the area. May need to improve paths within the park and possibly add diagonal crossing at various points around the park.|
|Place||Adds to the area as people on bikes will be visible.||Does not add anything to the park.|
Victoria, Wellesley, and Cook Streets - western route
- Option 1: Victoria Street (preferred).
- Option 2: Wellesley Street (alternative).
- Option 3: Cook Street (alternative).
|Criteria||Victoria Street||Wellesley Street||Cook Street|
|Cohesion||Links to Victoria, Nelson and Federal Streets.||Links to Nelson and Federal Street – good cohesion.||Not so cohesive – Cook Street ends in Aotea - away from midtown.|
|Directness||Not as direct as Wellesley.||Most direct of all routes.||Long detour form midtown area.|
|Comfort||Most comfortable of 3 options with steady and gently inclines.||Steeper grade than Victoria Street.||Very steep with hard incline.|
|Safety||Significant number of buses currently along Victoria Street.||Important bus corridor for the city centre and is earmarked to become one of the busiest bus streets.||Cook Street serves as a motorway off ramp - higher speeds and more cars.|
|Cost||Wellesley offers more direct route.||Cheapest option - shortest route and costs less.||Most expensive option.|
|Network function||Important link between Nelson Street cycleway, midtown and Victoria Park.||Useful for people travelling on Nelson Street cycleway to reach Wynyard Quarter and Victoria Park. Not such an obvious route for people travelling from College Hill to the city centre.||Would eventually tie in with planned cycleways through the Aotea area and upper Queen Street.|
|Strategic fit||Links to key destinations.||Links to key destinations.||This area is not yet a key destination for people as Wellesley and Victoria Streets.|
|Place||Adds to the area - plenty of attractions for pedestrians and would help slow and ease traffic.||Add to the area - plenty of attractions for pedestrians and would help slow and ease traffic.||Undeveloped and few significant trip attractions - little benefit from a cycleway at this stage.|
Federal, Wyndham, Victoria and Wellesley Streets (major works in the area caused by the CRL construction) - western route
- Option 1: Victoria Street (preferred).
- Option 2: Federal North / Wyndham Street (alternative).
- Option 3: Wellesley / Federal Streets (alternative).
|Criteria||Victoria Street||Federal North / Wyndham Street||Wellesley / Federal Streets|
|Cohesion||Most direct and legible route.||Circuitous route but could be useful link to reach northern part of midtown and avoid congestion during CRL construction.||Access to Wellesley through the shared space on Federal Street.|
|Directness||Most direct after CRL works.||Not very direct – a number of movements to reach Queen Street.||Wellesley Street is a detour (although it links up with Wellesley Street East without interfering too much with Queen Street. The Mayoral Drive option does not provide necessary link across Midtown).|
|Comfort||Fairly steep grade form Albert to Queen Streets.||Gentle gradient on Federal, but steep gradient of up to 20% on Wyndham.||Federal Street mostly flat, Wellesley to Queen Street is steep.|
|Safety||Linear Park (Albert / Victoria Parks) pedestrian friendly||Vehicle movements mainly the city and inner link buses as well as a number of vans that service the hotels in the area.||Safe due to the shared space on Federal Street.|
|Cost||Cost effective – shorter than the other options and can be done in conjunction with the CRL upgrades.||More expensive options.||Wellesley would be less expensive.|
|Network function||Most legible and sensible solution – it connects the Nelson Street cycleway to Queen Street.||Useful alternative during the CRL construction at Albert Street.||Links well with the project to improve Federal Street for bicycles. It could be a legible link during construction of the CRL. The link to the south of Federal Street could continue down to Mayoral Drive. This wold integrate well with the cycle lanes on Vincent Street, and could eventually link up with proposed cycleway on Pitt Street and K-Road.|
|Strategic fit||Provides access to key destinations. Also, long term will be the location of Aotea Station.||Not many destination on this route – it provides quick access to Queen Street and northern section of midtown.||Good access to key destinations including Skycity hotels, casino and restaurants and the theatre district around Aotea Square.|
Queen, Lorne, and Kitchener Streets - eastern route
- Option 1: Queen Street (preferred).
- Option 2: Lorne Street (alternative).
- Option 3: Kitchener Street (alternative).
|Criteria||Queen Street (between Victoria and Wellesley) (preferred)||Lorne Street (alternative)||Kitchener Street (alternative)|
|Cohesion||Avoids steep section of Victoria Street - desirable from a network perspective - but cycling on Queen Street may be a deterrent for some.||Could be difficult to exit due to hard transition to Wellesley Street where bikes have to climb immediately as they turn left. One way and used less than Queen Street by cyclists.||Less cohesive due to limitations being one way and rarely used by people on bikes.|
|Directness||Most direct.||Not the natural path a cyclists would take when they can continue onto Queen Street from Wellesley Street.||Likely that people will want to use Queen Street rather than Kitchener Street.|
|Comfort||Flat with a very slight incline.||Street between Queen and Lorne is steep – although Lorne is mostly flat.||Very steep between Victoria and Queen Streets.|
|Safety||Queen Street serviced by the City Link Bus and Sky Bus. Proposal to build Light Rail in 2022 would introduce dedicated space for cycling.||Very safe due to single lane and one-way traffic.||More cars are expected to use this route due the CRL.|
|Cost||Opportunity to tie project into other upgrades such as the light rail to bring down the cost.||Cheap – due to very short cycleway and proposed street upgrade.||Similar to other options on the route.|
|Network function||Valuable link – both Wellesley and Victoria Streets. Most desirable cycle spine in the city centre.||Little benefit from network perspective.||Not a very legible network solution. For bicycles travelling from the east, it would require a right turn from Wellesley Street, an additional climb and a very steep descent to Queen Street.|
|Strategic fit||Key link to key destinations.||Several key destinations on Lorne Street – provides good access to the Auckland Art Gallery.||Key destinations – Auckland Art Gallery, Albert Park and the University.|
|Place||Would add to the area – cyclists would be highly visible.||Link to Khartoum Place and could add significance to the street.||Will add very little to a street that is not overly pedestrian-friendly.|
Mid-town to Domain - eastern route
- Option 1: Wellesley, Grafton to Lower Domain Drive (preferred).
- Option 2: Wellesley, Princes, Alfred Streets to Lower Domain Drive (alternative).
- Option 3: Bowen Avenue to Lower Domain Drive (alternative).
|Criteria||Wellesley, Grafton to Lower Domain Drive (preferred)||Wellesley, Princes, Alfred Streets to Lower Domain Drive (alternative)||Bowen Avenue to Lower Domain Drive (alternative)|
|Cohesion||Ties into Grafton Gully and could potentially link up with the Parnell train station.||Ties into Grafton Gully and could potentially link up with the Parnell Train Station.||Not an obvious path and places people on bikes away from most destinations.|
|Directness||More direct option for people on bikes entering the city from the east side.||Navigates directly to the UoA but deviates from the midtown.||Significant detour.|
|Comfort||By far the flattest route into the city.||Princes Street between Wellesley and Alfred Streets is steep. Grafton Road fairly steep also.||Bowen Street has a steep grade.|
|Safety||Safest route into the city||Improvements needed to Alfred Street – road treatment is of poor quality for people on bikes.||Bowen Avenue and Waterloo Quadrant are currently served by a high volume of buses.|
|Cost||Similar cost due to length.||Smaller route – less expensive option.||Similar cost to the Wellesley Street option.|
|Network function||Fairly strong network function – connecting cycle lanes on Grafton Road and beyond the city centre. This option follows the desire line of people travelling from Newmarket to the city centre.||Provides excellent access to and from the UoA. Grafton Road also provides a good link to the Domain. Link to Newmarket and Parnell is less obvious. The Grafton Gully cycleway crosses Grafton Road – resulting in a very legible connection.||Connects well to Victoria Street to Grafton Gully via the northern edge of the UoA campus. It does not link to AUT or many of the other midtown facilities. Significant intersection at the bottom of Alten Road where it links to SH16 (this is considered an inconvenient place for bicycles to cross however, it does link in with the Grafton Gully cycleway.|
|Strategic fit||Good access to AUT and UoA along Wellesley Street, also links with the Domain.||Connects well to the UoA and AUT campus. There are not many other destinations along this route.||Provides access to the UoA High Court and fairly large residential population around Emily Place. Links. Links to other key destinations in the area. .|
|Place||Will add to the Grafton Road and Wellesley Street area. People on bikes will not have to contest with driveways||Adds to the culture of the area and excellent for place-making.|
The cycleway was conceived based on previous community feedback in the area, and is a highly-requested facility.
Feedback to help us improve and refine the cycleway design was open from 12 May to 5 June 2017. We received 342 submissions.
We have been considering public feedback along with other stakeholder feedback as we develop the detailed design. Examples of this include:
- Various suggestions for the cycleways, such as right turn facilities, further connectivity for people on bikes, lighting, surface material, wayfinding, etc.
- Locations and amount of bike parks.
- Locations of new tree planting or re-location of existing trees, as agreed by an Auckland Council arborist.
- Feasibility of using the protected bus boarder design at bus stops on the route.
- Maintaining access to businesses and properties along the route.
- Location and access to loading zones, specifically between Nelson St and Wellesley St.
The project team are working through an urban design review for the project in collaboration with Auckland Council’s Design Office.
We aim to have the detailed design completed and plans on the project website in March 2019. Further reference material for additional consultation with the affected properties and residents will be included.
We are targeting to start construction in October or early November of 2019.
Advance communication will be carried out well before any construction.
This page will be updated on a quarterly basis.
Last updated: 1 May 2019
First published: November 2016
For more information