Resources

Getting to and from public transport is integral to every public transport journey. 

All passengers must make their way to a public transport stop to board public transport, then make their way from where they disembark to their final destination. Often referred to as the ‘first and last mile’, the actual length of these trips can range from less than 100m to many kilometres. 

First and last mile connections are critical to a viable and enjoyable public transport journey experience.

Key issues relating to the quality and ease of access to and from a public transport stop include:

• The distance between the origin/ destination and the public transport station or stop. This largely determines whether passengers choose to walk or cycle, or use a car, motorbike, or bus to access public transport.
• The level of comfort and universal access along the connecting route. Even short distances can be perceived as unattractive or inaccessible if they involve long or convoluted road crossings, extensive exposure to inclement weather or lack of appropriate infrastructure.
• The availability and attractiveness of options including taxi/ rideshare or feeder bus services, as well as facilities for Kiss and Ride or Park and Ride.
• A person’s level of perceived or actual safety and security accessing public transport. 

It is important that those involved in public transport planning consider the whole of the passengers' journey. When planning for public transport journeys, the following questions should be considered:

• How will people get to and from their public transport services?
• Is the whole journey accessible for all people?
• Is the whole journey safe?
• Is the whole journey attractive, convenient, relatively seamless, and intuitive?
• Is the whole journey affordable?

This research considers land use and transport accessibility drawing on international practice from the UK, Europe, USA and Australia. An objective of the research was to define accessibility and propose a methodology for how accessibility could be measured and quantified in New Zealand, both at a neighbourhood or a wider area such as a suburb, city or region.

The result of the research was an understanding of other countries’ experiences developing and setting accessibility policy and the success of those approaches. This is important because if New Zealand chooses to set explicit accessibility policy, the research explains how that might be best achieved.

A second result of the research was the development of a new methodology for calculating accessibility that draws on overseas and improved practice. The new methodology quantitatively measures accessibility taking into consideration different modes of travel (walk, cycle, private motor vehicle etc), travel behaviour (ideally using logistic decay functions), destinations (origin or destination based), activities (consumed or supplied) and multiple opportunities (saturations). The calculation methodology was piloted on Christchurch (a city of some 350,000 people) and the accessibility of every household quantified to a variety of destinations including doctors, supermarkets and schools.

Keywords: accessibility, cycling, GIS, indicators, journey planning, methodology, modelling, networks, New Zealand, public transport, transport, walking

This research investigated the applicability of accessibility planning in New Zealand as a tool for assessing and improving personal access to essential services for all New Zealanders.

It canvassed international accessibility planning practices in England, the Netherlands and Southern California to understand the various drivers for its introduction and the different approaches taken in its implementation.

All three case studies share the goal of improving individuals’ access to activity centres and recognise that accessibility planning is best undertaken at the local level with some form of central government guidance and monitoring.

The English comprehensive accessibility planning framework has been adapted to New Zealand’s existing social services and local government legislative and institutional environment and the recently legislated changes to the government land transport sector.

The resulting recommended framework employed a collaborative approach to assess and improve people’s accessibility to employment, food shopping, health, education and social services across New Zealand.

All levels of government would participate in the assessment of accessibility, development of priorities, indicators and action plans and monitor progress against outcomes, within government frameworks.

Transport actions developed by regional accessibility partnerships to address regional problems would feed directly into their regional land transport programmes for prioritisation for funding.

Key design parameters for accessibility such as kerb arrangements, access ramps, tactile ground surface indicators, and pedestrian movement.

The Waka Kotahi Cycling Action Plan sets out a pathway to significantly increase the safety and attractiveness of cycling and micromobility in towns and cities across Aotearoa New Zealand.

It outlines the strategic priorities for Waka Kotahi, and includes the detailed actions we will take, alongside our partners, to help achieve the substantial shifts required. While it is not a funding plan, it will help inform future transport prioritisation and investment decisions.

PROGRAM FEATURES: 

DATE IMPLEMENTED: Not available

COST: Not available

ADDITIONAL INFORMATION: Part of program that also includes BikeReady

RESULTS OF EVALUATION: Not available

PROGRAM FEATURES: 

DATE IMPLEMENTED: Not available

COST: Not available

ADDITIONAL INFORMATION: Part of program that also includes Bikes in Schools

RESULTS OF EVALUATION: Not available

STREET NAME: Most central city streets (not main through roads)

SUBURB: Wellington

COUNTRY: New Zealand

SPEED REDUCTION: From 50 km/h to 30 km/h

DATE IMPLEMENTED: June 2020.80% of roads within Wellington approved to have speeds recuced to 30 kph Septmber 2022

SCHEME INCLUDED: 

• 30 km/h signs
• traffic calming e.g. raised pedestrian crossings

COST: $NZ44.8 million (from September 2022)

ADDITIONAL INFORMATION:

• Road deaths have almost halved (down by 47 per cent) in the following 18-month period from June 2020

RESULTS OF EVALUATION: Not available

STREET NAME: Multiple

SUBURB: Auckland

COUNTRY: New Zealand

SPEED REDUCTION: Mostly from 50 km/h to 30 km/h

DATE IMPLEMENTED: 30 June 2020

SCHEME INCLUDED: 

• Physical speed calming measures (such as speed tables and raised pedestrian crossings)
• Re-marked parking spaces allowing for greater width
• Side island pedestrian refuges
• Slow speed markings
• 30 km/h signs
• Re-allocation of road space to remove some parking spaces and add others elsewhere
• Pram crossings
• Speed bumps
• Gateway treatments at town centre entrance including side islands and painted '30' markings
• Built out kerbs
• Move bus stops to enable easier access by buses
• Introduction of 30 minute waiting parking spaces
• Separated on-road cycleway
• New improved layout and pavements around high-conflict areas (example driveways to parking area)
• New bus shelters
• New bike parking facilities
• New wayfinding signages
• Widening seaside path from 2.4 metres to 4 metres and turning into a shared path wide enough for cyclists and pedestrians
• Removed painted flush median and remark the road to make space for wider shared path

COST: $NZ 49,297,544 (includes reduction of speed limits on all roads including urban and rural)

ADDITIONAL INFORMATION:

• Road deaths have almost halved (down by 47 per cent) in the following 18-month period.
• Residents surveyed felt that the speed limit changes, and engineering measures have made the local town centres safer.
• They also gave significantly higher safety ratings across all five individual aspects of road safety following the introduction of the speed calming measures, including:
  • Safety around schools;
  • Safety around the area (excluding schools);
  • Pedestrian friendliness;
  • Cyclist friendliness; and
  • People driving under the speed limit
• The speed calming measures have had the biggest impact on how often people are walking in their local area.
• 19% of residents surveyed state they are now participating in at least one active mode activity more often since implementation

LESSONS LEARNED:

• Engage with Māori as partners and not as stakeholders

RESULTS OF EVALUATION: Not available

The CWANZ Design Innovations Working Group undertook a review of contraflow cycling lanes in quiet streets. This report presents the evidence, technical advice, and implementation and design. Examples of streets with contraflow cycling lanes in Australia and New Zealand are given.

The Speed management guide: Road to Zero edition supports regional transport committees, regional councils and road controlling authorities
to develop high-quality speed management plans that will deliver safe and appropriate speed limits in line with Te Ara ki te Ora – Road to Zero
(New Zealand’s road safety strategy to 2030) and the Land Transport Rule: Setting of Speed Limits 2022.

Research has repeatedly shown that the more people walking or riding a bike, the safer it is for everyone. Reducing the number of cars and speed limits in built-up areas reduces the risk of death or injury to our most vulnerable road users. Growth in cycling is best achieved through separated cycle lanes and reduced speed limits.

 Benefits of lower speed limits in high activity areas and local access streets. What happens when vehicles travel more slowly in areas with lots of pedestrians and bike riders?

Physical inactivity is one of the top 10 risk factors contributing to disease in Australia, contributing to 2.5% of the total burden of disease and is the 5th highest behavioural risk factor, behind tobacco use, diet, alcohol and illicit drug use.

When bike riding is easy, safe and more convenient than other transport options, more people will ride. Increasing physical activity improves health, saves costs and takes the
pressure off other forms of transport, benefitting the entire community.

Walking is for everyone, regardless of age and ability. Walkers include people on foot, people with crutches, people with canes, people in wheelchairs, and people in mobility scooters. Evidence consistently shows that by providing pedestrian-friendly neighbourhoods, quality public spaces, a mix of land uses, and housing densities, more people will walk, giving health, environmental, transport and community benefits.

The growing interest in cycling in Australia and New Zealand, as in other parts of the world, is underpinned by three major concerns: health and fitness, congestion and liveability, pollution and climate change.

Australasian researchers, practitioners, policy makers and community members are engaged in a global discussion on the role of cycling in addressing these concerns. Contributors to (this) book report on and extend this discussion as they explore the insights generated locally and internationally on the past, present and future of cycling.

The focus of the first half of the book is largely on the current engagement with cycling, challenges faced by existing and would-be cyclists and the issues cycling might address. The second half of the book is concerned with strategies and processes of change. Contributors working from different ontological positions reflect on changing socio-spatial relations to enable the broadest possible participation in cycling.

The Waka Kotahi NZ Transport Agency travel planning toolkit provides you with guidelines and resources to make business trips and staff travel to and from work more efficient. You will find links to many resources to help you develop your workplace travel plan.

Walking and cycling facilities help make cities and towns more liveable and support tourism. During 2018–21 about $390 million will be invested in walking and cycling initiatives, which will extend networks across the country and improve connections to a range of transport choices. This will improve safety and accessibility, and make a significant contribution to the revitalisation of town and city centres.

Improvments will be made to walking and cycling facilities along state highway corridors up and down the country, as part of our state highway improvement programme. This includes landscaping, new bridges and underpasses to establish safe routes to encourage more people to walk or cycle.

This research provides a number of mathematical formulas for predicting the quality of the walking environment from the perspective of the user using operational and physical variables. The formulas were derived by combining the perception data gathered from participants in the community street reviews with measurements of the walking environment.

The two main areas that were researched to enable the derivation of formulas were:

• when walking along the road (path length)
• when crossing the road (road crossing).

This research describes the process for obtaining the data and deriving the formulas, and recommends the formulas most suitable for practitioner use.

Since 2000, the benefits of walking as a mode of travel have been recognised by the New Zealand government in a raft of policy statements and strategies. However, the Ministry of Transport acknowledges that there are a number of issues to overcome to encourage more walking. This research focuses on one of the key issues: namely, the delay experienced by pedestrians at traffic signals.

Historically, New Zealand's approach to pedestrian delay has been minimal, with pedestrian issues considered primarily from the point of view of safety, rather than level of service or amenity. At traffic signals, pedestrians are often accommodated in a way that causes the least amount of interruption to motorised traffic, and signal cycle times can be long, leading to excessive pedestrian waiting times. This can lead to frustration, causing pedestrians to violate the signals and use their own judgement to cross, resulting in safety risks.

This research, which was carried out between 2007 and 2010 in Auckland, Wellington and Christchurch, used techniques such as pedestrian attitude surveys, micro-simulation modelling and a literature review of international best practice to identify methods of reducing pedestrian delay at signalised intersections in these cities. The recommendations developed during the course of the research provide both technical and policy mechanisms for improving pedestrian delay in New Zealand's central-city areas.

Walking is an essential mode of transport. New and improved pedestrian facilities promote walking and provide greater access and mobility within our communities.

The NZ Transport Agency has recently updated the procedures for the evaluation of pedestrian improvement projects. The benefit factor applying to new pedestrian trips was increased from $0.50 to $2.70/km, making pedestrian facility improvement projects more economically viable. Thus, estimating the increase in pedestrian flows (as opposed to simply recording existing pedestrian flows) is now important in the economic evaluation of new or improved facilities.

This research analysed case studies at eight New Zealand sites where the implementation of new pedestrian facilities (or the improvement of existing facilities) led to increased pedestrian usage and improved perception of the sites. The study recorded pedestrian rates both before and after facility implementation, and analysed accompanying factors such as safety, delay and directness. It also tried to develop an expected pedestrian-usage model, based on before and after data analysis, for planners and funding agents to use when planning new or improved facilities, and for use in project evaluation.

Finally, a monitoring database containing before and after pedestrian count data for various new and improved pedestrian facilities, along with a list of the accompanying factors mentioned above, was developed for future use.

SPARC's Active New Zealand Survey (ANZS) is a high-quality nationwide survey of over 4000 adults collected through face-to-face interviews over 12 months in 2007/08. Although collected mainly to measure levels of sport/recreation activity and to quantify physical activity in general, it includes data of interest to the transport sector on walking and cycling.

This report uses the ANZS data to meet the following transport-related objectives:

• quantifying how much walking/cycling by New Zealand adults is done mainly for transport purposes compared with sport/recreation purposes
• quantifying the proportion of New Zealand adults meeting key health guideline for physical activity through active transport alone, and the proportion for whom active transport makes a clear contribution to them meeting such guidelines
• establishing whether SPARC's ANZS and the Ministry of Transport's NZ Household Travel Survey deliver broadly comparable estimates of transport-related walking and cycling
• recommending refinements to collection, analysis, and interpretation of transport and physical activity/health data for the benefit of both sectors.

Research carried out in 2008-2010 examined the quantum and causes of non-motor vehicle injuries to pedestrians through a structured interview survey. Pedestrians sustaining injuries in locations away from the road network (eg in parks) were excluded, as the emphasis was on the role of road and footpath features. The highest proportion of trips and falls (34%) was sustained while stepping over a kerb. A further 18% were caused by irregularities in the path or road surface. Factors that amplified the severity of injuries included the road or path surface, pedestrians' inattention, type of footwear worn, and whether walking or running. Two main issues were identified from the study. These were:

1. people tripped and fell more often on poorly maintained surfaces as opposed to poorly designed areas
2. the severity of the injuries is directly related to the surface.

The study recommends improving the definition of kerbing in key pedestrian areas and improving the maintenance regime of footpaths and roads used by pedestrians, eg crossings. The study also found that it is necessary to instigate research to provide improved data and analysis tools to prioritise such countermeasures vis-a-vis other uses of road safety funds and improved data for input into such analysis tools. Further, a national guide is needed for pedestrian road safety audits and inspections covering both motor vehicle and non-motor vehicle risk.

The overall research objective was to evaluate changes in pedestrian safety and traffic efficiency from installing pedestrian countdown timers. The study analysed pedestrian behaviour and safety before and after the installation of a trial countdown timer at the intersection of Queens Street, Bunny Street and Margaret Street in Lower Hutt in July 2007. The results were compared with the 2006/07 trial at the Queen Street/Victoria Street intersection in Auckland CBD and showed very different results. The Auckland city trial indicated that, if placed in suitable locations, pedestrian countdown signals were associated with pedestrian behaviour change that enhanced safety. This study in Lower Hutt demonstrated that the observed pedestrian safety decreased as the percentage of both late starters and late finishers increased, although this was likely to be due to the nature of the intersection with one particularly long diagonal crossing coupled with the allocated phase times. In contrast, perceived pedestrian safety increased with the installation of the countdown timers.

This report seeks to provide a per-kilometre value for the health benefits of active transport modes (such as walking and cycling) that is compatible with the Land Transport New Zealand Economic Evaluation Manual Volume 2 (EEM2). The first two sections of the report begin by explaining the scope of the project and the background. Section 3 investigates the evidence of the connection between physical activity and health outcomes. Section 4 clarifies the role of active transport modes as physical activity, and reports the New Zealand-specific data about active transport mode engagement. Section 5 gives a brief comparative summary of the literature review of cost-benefit analyses and valuation techniques used overseas to value the health benefits of active modes. This report uses population attributable fractions (PAF) to estimate the annual burden of mortality and morbidity costs per inactive adult. Annual estimates of the costs of inactivity are applied to the New Zealand adult population using a weighted sum to establish a per-kilometre value for each mode. The valuation presented in this report is limited by a poverty of data, but the final values are considered to be a reasonable estimate of the health benefits of active modes. While further research is recommended to obtain more precise estimates of the costs of inactivity in New Zealand, it is considered that the values presented in this report are a sound interim estimate for inclusion in the EEM2.

Conducted in 2005, this study evaluates a case-control design of contrasts between walkers and drivers to address factors influencing the uptake of walking as a mode choice. With samples drawn from Auckland and Wellington, New Zealand, this research uses a 62-item survey to examine a number of factors: fear of crime; trip-chaining/car dependency; weather; distance/time; social pressure, fatigue and fitness, parking charges, enjoyment of walking, inconvenience, and geography. To avoid factors such as car dependency or the inability to walk, participants are selected because they live a short distance from public transport parking facilities. The group of drivers demonstrate an irregular break in car dependency by driving their cars to the station in order to use public transport. The results indicate that for parking facilities, convenience creates demand. Poor weather has an influence on the decision to drive, and fine weather improves the likelihood of walking. Previous studies claim decisions to walk are impeded by certain factors. While location effects are observed between the groups, these results suggest that such factors are in fact inconsequential.

In 2003, Sport and Recreation New Zealand (SPARC) and the Cancer Society of New Zealand commissioned a major social marketing survey to segment adult New Zealanders in terms of physical activity and healthy eating habits. The questionnaire included several transport-related questions. The resulting ‘Obstacles to Action’ database contains responses from over 8000 people aged 16 or over.

The links provide different guides to developing programme/project logic models.

Towns and cities everywhere are facing the challenge of keeping communities healthy and happy. Healthy Streets® offers clients around the world an evidence-based approach to creating fairer, sustainable and attractive urban spaces.

This guidance is to help transport planners, business case writers and anyone involved in transport investment understand the Land Transport Benefits Framework and how to use benefits management in their work.

This is the standard reference for all temporary traffic management on state highways and local roads. It includes levels of temporary traffic management, signs and forms used, and a series of sample traffic management plans. 

The Traffic control devices manual (TCD manual) provides guidance on industry best practice, including, where necessary, practice mandated by law in relation to the use of traffic control devices.

This rule establishes the rules under which traffic operates on roads. It applies to all road users, whether they are drivers, riders, passengers, pedestrians, or leading or droving animals.

The draft Tactical Urbanism Handbook has been developed as a tool to help councils and communities deliver tactical urbanism projects to a high standard, using a collaborative best-practice approach.

Creating a healthier future by putting people and place at the heart of our streets.

The Standard Safety Intervention toolkit provides guidance for road safety practitioners on the effectiveness and value-for-money cost range of proven safety interventions to reduce the number of people killed and seriously injured on Aotearoa roads.

Waka Kotahi NZTransport Agency and the Transportation Group are hosting a series of free webinars focused on creating vibrant towns and cities. This webinar aims to introduce some of the current state-of-the-art thinking around these safety measures for our active modes. For more information on the ‘Creating vibrant towns and cities’ webinar series, visit www.nzta.govt.nz/creating-vibrant-towns-and-cities

This guide is designed for technical experts, communicators and advocates working to deliver urban mobility solutions that grow the share of travel by public transport, walking and cycling. Its purpose is to help us use more effective strategies to: improve people’s understanding, based on best evidence, of why a shift in transport modalities away from cars and towards active and public transport is needed; help people designing and leading the shift to have better conversations with the public; motivate people to act in support of these shifts. This guide is based on a literature review conducted by The Workshop on behalf of Waka Kotahi NZ Transport Agency.

This webinar provides a theoretically driven, evidence-led framework so we can understand how to:

● improve people’s understanding, based on best evidence, of why a shift in transport modalities away from cars and towards active and public transport is needed

● help people designing and leading the shift to have better conversations with the public

● motivate people to act in support of these shifts.

Part of the Creating vibrant towns and cities webinar series https://www.nzta.govt.nz/walking-cycling-and-public-transport/creating-vibrant-towns-and-cities-webinar-series/

Part of Urban Mobility & Liveable Cities Series. Presented by Lorelei Schmitt, Principal Multimodal Advisor, Waka Kotahi NZ Transport Agency and George Lyons

Part of Urban Mobility and Liveable Cities Series, presented by Kathryn King, Portfolio manager Developing Regions, Waka Kotahi NZ Transport Agency

Part of Urban Mobility and Liveable Cities Series. Featuring Claire Pascoe (Waka Kotahi NZ Transport Agency), Hamish Mackie (Mackie Research) and Lemauga Lydia Sosense, Chair Mangere Otahuhu Local Board.

This webinar is for anyone involved in the design, installation and construction supervision of tactile ground surface indicators (TGSIs/tactile paving).

The purpose of this technical note is to provide some high-level recommended practice to contractors carrying out the installation of tactile pavers as requested in an industry survey in 2018. This is a supplementary publication aimed at roading and utility contractors to provide a simple guide for reinstating tactile pavers affected by their works.

RTS 14 is the official guide that ensures that design and operation of roads and paths caters for blind and vision impaired pedestrians. It also takes into account the needs of people with impaired mobility.

It provides detailed requirements for a continuous accessible path, tactile ground surface indicators and audible tactile traffic signal features.

The guidelines seek to improve the understanding of what good urban design means in a transport project. The guidelines are intended for consultants, contractors, project managers, stakeholders and the community who participate in the planning, design, construction and maintenance of our transport networks. They are also intended for other Transport Agency staff whose work and actions affect urban design outcomes.

The Pedestrian planning and design guide is New Zealand's comprehensive official guide to planning and design for walking. It sets out ways to improve New Zealand’s walking environment

There is a range of low-powered devices that New Zealanders use for travel or recreation. While these vehicles and devices offer the benefit of increased mobility, they can also increase your safety risks on and around the road.

As a pedestrian, it’s important that you follow the road rules and guidelines. They will help ensure your safety when you’re walking near roads or crossing the road.

Keeps the industry up to date with cycle design trials that are currently underway, or have been completed in recent years, and also what cycling-related rules are being reviewed and when

Provides users with best practice guidance, either directly or through links to appropriate sources for all stages of design, from concept stage through to detailed design

Provides users with best practice guidance, either directly or through links to appropriate sources for all stages of planning a cycle network

Guidance on the design of buffered cycle lanes for varying carriageway widths

Describes scaling methodology and use of the Cycle count scaling spreadsheet tool, used to scale permanent and short-term count data for average daily cyclist values

This updated guidance covers how to design a priority-controlled cycle crossing of a side road or driveway

Guidance on use of the Separated cycleway options tool (SCOT), used to assist in the decision on whether to provide two 1-way facilities or a single 2-way facility on a particular route

Provides a treatment solution for advance stop boxes to improve visibility of cyclists from heavy vehicles and decrease the level of vehicle encroachment

Guidance on the design, installation and management of access control devices on facilities where cyclists are permitted to be present.

The draft Handbook for tactical urbanism has been developed as a tool to help councils and communities deliver tactical urbanism projects to a high standard, using a collaborative best-practice approach.

The draft Handbook for tactical urbanism has been developed as a tool to help councils and communities deliver tactical urbanism projects to a high standard, using a collaborative best-practice approach.

A supplement to the Handbook for tactical urbanism provides draft guidance on compliant application of using road artwork effectively and safely in New Zealand.

Provides a treatment solution for commercial and high-use access points on cycleways and shared paths.

This guidance summarises best practice provision of parking and end-of-trip facilities for people who cycle.

Guidance on where and how to use markings and/or signs that designate paths for pedestrians and/or cyclists.

Guidance on the implementation of shared lane markings (‘sharrows’).

Tool to calculate and compare the rough order cost of a range of cycle route, facility and signalised intersection options.

Matrix comparing types of cycleway separation device, and issues to be considered.

Allows permanent and short-term count data to be scaled to average daily cyclist values.

Tool to assist in the decision on whether to provide two 1-way facilities or a single 2-way facility on a particular route.

Waka Kotahi NZ Transport Agency and KiwiRail have been leading the development of a design guide for pedestrian and cycleway treatment at level crossings. The guide will improve safety, usability, compliance, consistency and will simplify the design process.

Cycling network guidance – planning and design (CNG) framework aims to promote a consistent, best-practice approach to cycling network and route planning throughout New Zealand.

This report examines cyclists’ perceptions of cycle infrastructure levels of service and proposes an assessment methodology for evaluating the level of service provided by cycling facilities.

Outlines the national monitoring and reporting requirements for the Urban Cycleways Programme (UCP) projects. Includes best practice methodologies for measuring the success of new cycle infrastructure as well as wider network monitoring.

A description of the monitoring required, particularly once the implementation of the cycle network plan has started.

Browse our collection of vibrant photos showcasing kiwi landmarks and everyday New Zealanders cycling in a variety of settings.
Taken across five different urban areas – Auckland, Wellington, Palmerston North, Nelson and Christchurch – the images reflect the diversity of people who cycle and the changing landscape for cycling in New Zealand.

This online guide provides all the key information to help your workplace better provide for people on bikes.

Employer e-bike purchase support schemes are helping many more people to purchase e-bikes by addressing the key barrier of the upfront cost. They work through employers negotiating a discount from an e-bike supplier and then providing a wage advance or loan to staff, paid back through salary deductions over a set period.

This research report presents a review of overseas legislation, technology trends, market and safety analyses for low-powered, low-speed vehicles.
These vehicles include electric bicycles, mobility scooters, self-balancing devices and other personal mobility or wheeled recreational devices.
Current New Zealand LPV legislation is based only on motor power and how certain LPVs may be used. In all other countries reviewed, top motor-assisted speed is regulated.
The report assesses various regulatory and non-regulatory options for improving safety while supporting technological innovation and mode choice options in New Zealand.

A national cycling education system called BikeReady to increase the reach of cycling education in New Zealand. The system will improve quality and consistencies based on best practice, and, provide a monitoring and evaluation framework so we can assess how effective the system is at improving safety and encouraging more people to ride.

A few simple tips to stay safe when sharing the road.

The official New Zealand code for cyclists is a user-friendly guide to New Zealand’s traffic law and safe cycling practices.

Waka Kotahi NZ Transport Agency has developed a plan to deliver on social, environmental and economic outcomes by growing the share of travel by public transport, walking and cycling (also known as mode shift).
For urban areas to thrive people need to be able to move around easily and have a range of choices about how they get to work, connect with family and friends and access services. We need to build a modern transport system with a mix of reliable transport options that help keep people and products safely moving.
The Waka Kotahi plan – Keeping cities moving – looks to do this through three main ways: shaping urban form, making shared and active modes more attractive, and influencing travel demand and transport choices.
The plan outlines 35 interventions that seek to increase the pace of change in cities and ensure that investment is targeted to help provide more transport choice and ultimately reduce car dependency.