Work crews began on Monday 16 March 2026 to resurface the road pavement, reconstruct road humps and relocate existing bike lane bollards along Elizabeth Street in Richmond. The resurfacing is laying the groundwork for a more contentious change: narrowing the protected cycling lanes that have existed since 2020 to make room for additional car parking.
The project sits at the centre of a genuine debate about how cities allocate limited street space. For five years, Elizabeth Street has featured protected bike lanes with buffers separating riders from parked cars. The works form part of Council's broader plans for the Elizabeth Street Cycling Corridor, where it agreed to maintain and extend the protected bike route while restoring 48 car parking spaces. The trade-off is straightforward: narrower lanes, more parking.
Yet safety experts worry the trade-off carries hidden costs. Research warns that narrow lanes next to parking means more dooring, more close passes and higher stress, especially for everyday riders, families, e-bikes and cargo bikes, noting that international design guidelines recommend a two metre rideable width and one metre parking buffer for door swing. Victoria has several decades of experience with separated bike lanes and there is pretty much universal agreement that lanes should be 2m wide, with 1.8m the minimum acceptable.
The narrowing reflects a shift in Yarra's elected leadership. The City of Yarra has voted for a second time to build narrow, sub-standard bike lanes along the strategic cycling corridor in Elizabeth Street, North Richmond. Despite a report from the administration highlighting the risks of proceeding with the unorthodox concept, the council voted 6-2 in favour. Mayor Stephen Jolly has justified the move as enabling him to provide additional car parking for visitors to the Vietnamese Buddhist temple in the street.
The council's position reflects a view common among some local leaders: that the original lanes, approved in 2023 after a trial, consumed street space that could serve other purposes. City planners argue the current design prioritises cyclist comfort over access for residents and businesses who depend on street parking. That reasoning has appeal to motorists and traders.
But the practical obstacles may prove substantial. Those plans must be approved by the Department of Transport and Planning, which typically has high standards for safety. State guidelines favour wider lanes, and approval is not guaranteed. The project will run for an estimated four to five weeks, subject to weather conditions. Even once the road is resurfaced, the narrowed lane design must clear a higher bar for state approval before permanent installation.
This is where competing values collide without easy resolution. Broader parking access matters for local businesses and residents. Safer cycling infrastructure matters for public health and meeting climate goals. Few streets offer enough space to maximise both simultaneously. Richmond's Elizabeth Street is proving no exception.