Wellington Oriental Parade shared pathways

The Push for a 15km/h Limit

The conflict centers on a stretch of pavement running from Point Jerningham, through the Parade, and ending at the Railway Station. The Oriental Bay Residents’ Association argues that the current lack of regulation has created a hazardous environment for the mixed crowd of beachgoers, runners, and families who frequent the scenic strip.

Association president Paul Ridley-Smith reports being made aware of at least three crashes involving injuries over the last 18 months. For Ridley-Smith, the solution is not about revenue generation through fines, but about establishing a clear behavioral standard through visible warnings.

“This isn’t about trying to set up speed cameras to give people $200 tickets. What it’s about is having prominent signage, having consequences for the people who just flaunt it.”

Paul Ridley-Smith, Oriental Bay Residents’ Association

The goal is to send a definitive message that safety takes precedence over commuting speed, urging users to abide by a limit based on the grounds of safety.

Infrastructure Friction and Daily Volume

The physical layout of Oriental Parade exacerbates the tension between sedate pedestrians and fast-moving commuters. According to data from the Wellington City Council reported by 1News, the route saw an average of 1190 cycle trips each weekday in 2026.

This high volume is forced through a pavement that fluctuates wildly in width. While some sections exceed 12 metres, others shrink to the width of a car, particularly where the path is squeezed between the Band Rotunda and the century-old Norfolk pines. This creates natural choke points where collisions become more likely.

Local cycle commuters have noted the danger first-hand. One regular rider, Grant, who travels from the south coast daily, expressed a preference for separating faster traffic from walkers to avoid the close shaves he has witnessed when bikes travel too fast.

The Enforcement Gap

Despite the safety concerns, Mayor Andrew Little has remained skeptical of the proposed 15km/h limit. The Mayor’s primary objection is practical: such a limit would be difficult to enforce on a wide, open promenade. Instead, Little argues that users must rely on common sense when navigating the route.

This sentiment is echoed by some pedestrians on the Parade. Sue Duncan questioned the feasibility of the plan, noting that because the path is often very wide, enforcing a specific speed limit would be nearly impossible.

However, other users feel the chaos is already reaching a breaking point. John Skinnon highlighted the volatility of the space, noting that walkers, cyclists, runners, and children are often scattered left and right across the path.

Protected Lanes vs. Signage

While residents push for signs, advocacy groups suggest the problem is structural rather than behavioral. Patrick Morgan, a spokesperson for Cycle Wellington, views the area as a critical choke point in the ongoing upgrades to the harbour’s edge pathways.

“A shared space was an easy solution back when there were fewer people riding but – as cycling is gaining in popularity in Wellington – the infrastructure is no longer fit for purpose.”

Patrick Morgan, Cycle Wellington

Morgan argues that peppering a scenic spot with speed limit signs is an inadequate response to a growth in cycling popularity. From his perspective, the only lasting solution is a complete redesign of the corridor.

Patrick Morgan, Cycle Wellington

The debate now leaves the Wellington City Council with two diverging paths: implement a restrictive speed limit that may be difficult to police, or commit to the more expensive, long-term project of building protected infrastructure to separate commuters from leisure seekers.