After years of neglect, Sydney is building separated cycleways and active transport links at pace, but the network remains fragmented and dangerous for all but the most confident riders.
The City Desk is a contributing writer covering city and public affairs for The Sydney Times.
Sydney's cycling infrastructure is finally catching up to demand, with separated cycleways under construction across the CBD and inner city, but the network remains fragmented and dangerous for all but the most confident riders.
Transport for NSW is extending the King Street Cycleway between Clarence Street and Pitt Street, closing a critical gap in the CBD bike network. The separated cycleway will connect the existing Pitt Street Cycleway to the west with the Liverpool Street and Oxford Street west cycleways to the east, creating a continuous east-west route through the city. The project includes kerb extensions, adjusted traffic lights, underground stormwater drains and the removal of 45 car parking spaces along the 600-metre corridor. Construction is expected to be completed by late 2026.
The City of Sydney is progressing the South Eveleigh to Waterloo Metro cycleway along Henderson Road and Raglan Street, closing a missing link in the regional bike network. The two-way separated cycleway will connect the existing Henderson Road cycleway to the George Street bike network at Waterloo Metro station, with kerb extensions, planted medians and the removal of car parking spaces. The project has secured $580,000 in design funding from the NSW Government under the Get NSW Active program, with a further grant application for construction to be submitted once detailed design is complete.
The City is also progressing the Ultimo to Surry Hills cycleway along Darling Drive, complementing the Glebe to Ultimo cycleway along Kelly and Mary Ann Streets. The two projects together will create a continuous east-west regional route from Glebe to Surry Hills, connecting the inner west to the CBD and the eastern suburbs.
The Australian Government has allocated $500 million over 10 years to the National Active Transport Fund, announced in the 2026-27 Budget. The first $100 million tranche was exhausted in the first year due to strong demand, with 430 projects applying for funding and 81 projects approved. NSW projects include shared paths in the Blue Mountains, Sutherland Shire and Lake Macquarie, as well as $2.9 million towards the Wilson Street West Cycleway in Sydney.
The NSW Government's Active Transport Strategy provides a plan to guide planning, investment and priority actions for walking and cycling across the state. The strategy aims to complete 80 percent of the regional route network by 2024 and 100 percent by 2030, though progress has been slower than planned.
The fundamental problem is that Sydney's cycling infrastructure is a patchwork of disconnected segments. A rider can travel safely on a separated cycleway for part of a journey, then be dumped onto a busy arterial road with no protection, or forced to navigate a complex intersection with no dedicated infrastructure. The gaps are where most crashes happen, and they are where potential riders are most discouraged from cycling.
The City of Sydney's own data shows that when separated cycleways are built, the number of bike trips along that route doubles within the first year and doubles again within two years. The existing Henderson Road cycleway currently averages 510 bike trips per day, with very few people riding on the section with no cycleway. The new cycleway could reach up to 1,000 daily trips within a year of opening.
But the City's Cycling Strategy and Action Plan 2018-2030 is now eight years old, and many of the planned regional routes remain incomplete. The Glebe to Surry Hills route, which was supposed to be completed by 2024, is still missing the section between Ultimo and Surry Hills. The King Street Cycleway has been delayed by utility investigations and community consultation. The Wilson Street West Cycleway is still seeking construction funding.
Transport for NSW needs to accelerate the delivery of the Principal Bicycle Network, which was announced in 2018 but has progressed slowly. The network is planned to provide safe, connected cycling infrastructure across Greater Sydney, but only a fraction of the planned routes have been built. The current funding model relies on annual budget allocations, which makes it difficult to plan and deliver long-term infrastructure.
The City of Sydney needs to continue its investment in separated cycleways, but it also needs to work with Transport for NSW to ensure that the state government's active transport investments are coordinated with the city's local network. The Get NSW Active program is a step in the right direction, but it is a competitive grants program that requires local councils to submit applications and match funding. A more reliable funding stream would allow councils to plan and deliver infrastructure with greater confidence.
The ultimate goal should be a network where a 12-year-old can ride safely from the inner west to the CBD, from the north shore to the southern suburbs, without having to navigate busy arterial roads or complex intersections. That network does not exist yet, and it will not exist unless governments at all levels treat cycling infrastructure as a essential part of the transport system, not as an optional add-on. For more on Sydney transport infrastructure, see The City.
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