Resources

Collaborating with and guiding state and local government and industry partners to plan, design and develop active transport solutions to help make it an easy choice for people of all ages and abilities to walk, wheel and ride.

The Department of Infrastructure, Planning and Logistics (DIPL) has completed a review of Northern Territory Government (NTG) owned shared paths across Greater Darwin, Katherine, Tennant Creek and Alice Springs.

The review is key to continuing strategic development of shared paths in line with stakeholder and community needs for the next 10 years.

The purpose of the review was to assess the existing NTG shared path networks and provide recommendations for:

• improvements to existing shared paths
• enhanced connectivity and network extensions between the existing network including between NTG roads and local council roads
• long term planning, monitoring and review.

A number of key considerations guided the review including efficiency, safety and connectivity.

On this page:

• Travel behaviour change initiatives
• Encouragement programs and walking groups
• Maps and walking tracks
• Special events

On this page:

• Universal design
• Grades and surface treatments
• Kerb ramps
• Tactile Ground Surface Indicators (TGSIs)
• Audio tactile facilities
• Legislation and guidance

On this page:

• Speed management
• Pedestrian malls and high-volume pedestrian locations
• High Active Transport User Areas (HATUAs)
• School zones
• Local access streets/residential streets

On this page:

• Facility selection tool
• Unsignalised crossings
• Signalised crossings
• Operational treatments at signalised crossings
• Physical treatments at signalised crossings
• Slip lanes
• Roundabouts
• Grade separations
• Railway crossings

On this page

• Footpaths in road reservations
• Shared paths
• Walking tracks and trails
• Pedestrian bridges

On this page:

• Community engagement – for infrastructure projects
• Planning for pedestrians during construction
• Regulatory signage
• Maintenance minimisation

On this page:

• Benefits of street trees
• Types of shade
• Shade in streetscapes
• Shade in public facilities
• Urban forests and canopy cover
• Climate and local environmental factors
• Minimum canopy clearance heights
• Shade and public transport
• Awnings

On this page:

• Managing street furniture
• Wayfinding signage
• Lighting

On this page:

• Planning for walking in new developments (greenfield)
• Urban design and the built environment
• Movement and place
• Tactical urbanism
• Crime Prevention Through Environmental Design (CPTED)

On this page:

• Pedestrian counts
• Queensland Household Travel Survey
• Crash data
• Measuring the value of walking infrastructure
• Walking participation surveys
• Methodologies for conducting community walking surveys
• Crowd-sourced data
• Metrics and indicators

Including:

• Why Walking Matters
• Pedestrian Characteristics
• Planning for Walking
• Walking Data
• Audits and measuring walkable environments
• Urban planning and urban design
• Supporting facilities
• Shade and street trees
• Construction and maintenance
• Paths for walking
• Road crossings
• Speed management and integrated treatments
• Universal access
• Promotion, encouragement and behaviour change

More people will walk when everyday destinations are connected by comfortable, direct, safe and accessible routes. Walking network plans (WNPs) are a first step to creating better places to walk.

The Queensland Government is committed to achieving the Queensland Walking Strategy 2019–2029 vision of walking becoming 'an easy choice for everyone, every day'. When we talk about walking, we also include running and moving with the help of a mobility device (such as a wheelchair, mobility cane or a walking frame).

The following guidance supports practitioners to prepare WNPs and a prioritised works program to make the plan a reality.

The National Walking and Cycling Participation Survey (NWCPS) provides insight into walking and cycling activity across Australia and is a successor to the National Cycling Participation Survey which was conducted biennially from 2011 to 2019.

This tool provides an implementation of the three pedestrian forecasting procedures described in the TMR Pedestrian demand forecasting guideline.

The guidance describes three forecasting procedures:

• Comparison method: use counts for other comparable sites to estimate demand at the project site. This method is implemented here on the Database tab where a larger number of pedestrian counts in Queensland can be filtered based on location and facility type.
• Factoring: apply an uplift factor to pre-construction counts obtained at or near the project site to account for likely additional walking activity that will be attracted from other routes, other modes or are all-new (induced) trips. This procedure is implemented on the Factoring tab.
• Direct demand: regression model based on the pedestrian counts database linking pedestrian demand to land use (e.g. population, employment, schools) and network (e.g. signalised intersection, shared path) attributes. This procedure is implemented on the Direct demand tab.

The intent of this document is to provide guidance to practitioners to forecast demand for pedestrians
for new infrastructure such as:

• footpaths or shared paths, including 'missing links' in an existing path network
• unsignalised road crossings such as pedestrian refuges, zebra or wombat crossings or grade separated infrastructure, and/or
• signalised road crossings, including mid-block pedestrian operated signals and pedestrian crossings at signalised intersections. This guidance does not consider pedestrian simulation modelling; that is, the modelling of crowd dynamics for purposes such as typical and emergency egress from train stations or sports stadiums.

Including:

• Pedestrian network characteristics
• Developing walking network plans
• Mapping walkable catchments (‘ped sheds’)
• Prioritising walking infrastructure
• Walking strategies and local action plans
• Pedestrian demand forecasting
• Accessing public transport
• Community engagement – for developing local plans and strategies
• Funding

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

A guide to identifying and implementing 40 km/h speed limits in high volume pedestrian areas.

The Get NSW Active program provides local councils with funding for projects that create safe, easy and enjoyable walking and cycling trips. These trips help to relieve pressure on our roads and public transport networks and are part of a healthy lifestyle for NSW communities.

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COST: Not available. Free for schools.

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COST FOR USERS: None

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• Bike Education in some form has been supported by DIT since early 2000’s.
• Way2Go Bike Ed commenced in 2009

COST OF PROGRAM: Not available

COST FOR USERS: Free for schools

RESULTS OF EVALUATION: Report

PROGRAM FEATURES: 

DATE IMPLEMENTED: Commenced in 2005 as Safe Routes to School, re-branded to Way2Go in 2009

COST OF PROGRAM: Not available

COST FOR USERS: Free for schools

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Case studies

PROGRAM FEATURES: 

DATE IMPLEMENTED: 2004

COST OF PROGRAM: FY 2022-23 $699,000

COST FOR USERS: Free for schools.

RESULTS OF EVALUATION:

Testimonials

Case study:

Since 2004, 168 schools and more than 127,000 students have participated in the program.

Achievements in 2021:

• schools achieved over 60% active travel on a regular basis;
• 245 kids attended bike skills sessions and 379 attended scooter skills sessions; and
• 83% of parents felt their child’s road safety knowledge improved since being in the AST program.

Approximately 90% of AST committee members agreed the AST program helped to increase student physical activity levels and foster community cohesion at their school.

The NSW Government wants walking and bike riding, known as active transport, to be the preferred way to make short trips and a viable, safe and efficient option for longer trips.  We estimate that more than 1.5 billion walking and bike riding trips are taken per year across New South Wales. We want to double this number in 20 years.

NSW Government’s Future Transport Strategy sets the vision for safe, healthy, sustainable, accessible and integrated journeys in NSW.

This Active Transport Strategy draws on the Future Transport Strategy and its vision for walking, bike riding and personal mobility. The Strategy provides a plan to guide planning, investment and priority actions for active transport across NSW. 

The Road Planning and Design Manual is the Queensland Department of Transport and Main Roads' primary reference for the planning and design of roads. It refers designers to the relevant Austroads publications for technical requirements, and outlines where Queensland Department of Transport and Main Roads practice supplements or differs from the Austroads guides.

The Municipal Infrastructure Standards (MIS) utilise the AusSpec document framework. This framework provides a level of design consistency across all local government jurisdictions in Australia, and reflects the most up-to-date industry practice. A number of local and regional government jurisdictions have adopted the AusSpec document framework as the primary technical framework for their design standards.

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.

We can save millions of dollars in reduced health and congestion costs by increasing the number of people that walk or ride a bike for every day trips and reducing the number of people that drive.

 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.

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.

Sharing Roads Safely is a training course developed suitable for heavy vehicle drivers to increase safe interactions with vulnerable road users, specifically motorbike riders, cyclists and pedestrians.

Based on international best practice, the course was developed in consultation with the government, the heavy vehicle industry and vulnerable road user groups for drivers in Australia.

Sharing Roads Safely is a recognised training course and meets compliance requirements for vulnerable road user awareness training.

• Designed for Australian drivers
• Meets government project contract requirements for driver training

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.

This research investigated a method for collecting data relating to walk, cycle and public transport trips to land-use activities.

A method needed to be developed that would require a short questionnaire to ensure higher sample rates, while also providing reliable and consistent results. This data could subsequently be used in calculating trip rates for walk, cycle and public transport trips, when combined with trip rate units such as floor area.

Multi-modal trip data has been collected for some time in the UK. The survey method developed in this research was simpler than the UK method by interviewing in only one direction for the vast majority of land uses, apart from residential where the recommended method was to interview in both directions.

A face-to-face questionnaire method was developed over a series of different site surveys in Auckland, Wellington and Christchurch during 2010. The research also identified that collecting non-car mode trip information through purely observer methods was not sufficiently accurate and that simple questionnaire surveys were necessary with clear instructions from the survey organiser to ensure all relevant information would be collected.

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.

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.

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

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

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.

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.

This document provides practitioners with guidance surrounding the planning and design of shared and separated paths in Western Australia to enable the safe and efficient movement of bicycle riders of all ages and abilities. It is intended to be a convenient and practical reference guide aimed at practitioners with varying levels of experience.

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

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.

The National Walking and Cycling Participation Survey provides insight into walking and cycling activity across Australia and is a successor to the National Cycling Participation Survey which was conducted biennially from 2011 to 2019.

The National Walking and Cycling Participation Survey (NWCPS) provides insight into walking and cycling activity across Australia and is a successor to the National Cycling Participation Survey which was conducted biennially from 2011 to 2019.

The National Walking and Cycling Participation Survey (NWCPS) provides insight into walking and cycling activity across Australia and is a successor to the National Cycling Participation Survey which was conducted biennially from 2011 to 2019.

The National Walking and Cycling Participation Survey (NWCPS) provides insight into walking and cycling activity across Australia and is a successor to the National Cycling Participation Survey which was conducted biennially from 2011 to 2019.

The National Walking and Cycling Participation Survey (NWCPS) provides insight into walking and cycling activity across Australia and is a successor to the National Cycling Participation Survey which was conducted biennially from 2011 to 2019.

The National Walking and Cycling Participation Survey (NWCPS) provides insight into walking and cycling activity across Australia and is a successor to the National Cycling Participation Survey which was conducted biennially from 2011 to 2019.

The National Walking and Cycling Participation Survey (NWCPS) provides insight into walking and cycling activity across Australia and is a successor to the National Cycling Participation Survey which was conducted biennially from 2011 to 2019.

The National Walking and Cycling Participation Survey (NWCPS) provides insight into walking and cycling activity across Australia and is a successor to the National Cycling Participation Survey which was conducted biennially from 2011 to 2019.

The National Walking and Cycling Participation Survey (NWCPS) provides insight into walking and cycling activity across Australia and is a successor to the National Cycling Participation Survey which was conducted biennially from 2011 to 2019.

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.

The Sydney City Centre Access Strategy gets our city centre moving, addresses growth and will lead to increased investment for our future.
It is a plan of action to put the right mode in the right place in the city centre, cut congestion and support a globally competitive Sydney.

Major gains on key transport infrastructure and services for the region’s growing communities.

Regions:
Central Coast, Central West, Hunter, Illawarra, Mid North Coast, Murray-Murrumbidgee, New England North West, Northern Rivers, Southern, Western

The NSW Long Term Transport Master Plan sets the framework for the NSW Government to deliver an integrated, modern transport system that puts the customer first. The Master Plan plays two fundamental roles. First, it identifies the challenges that the transport system in NSW needs to address to support the State’s economic and social performance over the next 20 years. It guides decision-makers to prioritise actions that address the most pressing challenges.
Second, it identifies a planned and coordinated set of actions (reforms, service improvements and investments) to address those challenges. It provides a map of future service and infrastructure developments which future decisions will be required to support, and against which proposed investments can be evaluated.

These guidelines outline the priority weighting system that will be used to assess walking and cycling proposals submitted to the NSW Government for funding.

The NSW Government’s goal is to get people in Sydney walking more through actions that make it a more convenient, better connected and safer mode of transport. The more people walk, the more socially engaged the community becomes and the safer people feel when walking for transport.
The actions set out in Sydney’s Walking Future will make walking the transport choice for quick trips under two kilometres and will help people access public transport. Increasing the number of people walking will help to reduce the burden of congestion on our roads and free up capacity on key public transport corridors.

Future Transport sets the direction for connecting people, communities and businesses in NSW to provide a successful and thriving future.

The Tasmanian Walking and Cycling for Active Transport Strategy is a key component of the Tasmanian Urban Passenger Transport Framework, which aims to promote walking and cycling as viable and desirable forms of transport through improved infrastructure, land use planning and behavioural change. The Strategy is intended to guide development of walking and cycling as transport options in our urban areas over the long-term by creating a more supportive transport system for pedestrians and cyclists.

The Australian Road Rules apply to road users in the ACT, including cyclists. The ACT's Road Transport (Safety and Traffic Management) Regulation 2000 provides some deviation from these, specific for cyclists in the ACT.

Re-think your work journey to save time and money. Active travel is a great way to incorporate regular physical exercise into your daily routine.

School environments are busy during the morning and afternoon peak periods. The best way to reduce congestion and increase safety in these environments is to encourage more children to use active travel, which includes walking, riding or public transport.

The strategy for transport planning in the ACT to 2031

The ACT Government's Building an Integrated Transport Network (the Active Travel Framework) recognises that walking and cycling are essential parts of Canberra's transport system. Through active travel initiatives, we're integrating walking and cycling into Canberra's overall urban planning, transport, health, environment and education systems.

Every major new transport project – from North East Link to the West Gate Tunnel – now includes new or upgraded infrastructure for cyclists and pedestrians.

The Victorian Government has committed $15.3 million in the Victorian Budget 2019/20 towards Active Transport Victoria projects to deliver key upgrades for safer walking and cycling.

The Sydney CBD to Parramatta Strategic Transport Plan is a transport plan to improve the way people move along and around one of Sydney’s most important and busiest areas, the corridor between Sydney CBD and Parramatta.

Hard copy Cycling and Walking Maps will assist you to make active travel choices in Adelaide’s metropolitan suburbs. You can use the maps to plan safe walking or cycling routes to local shops, parks and services.

The reviewed Plan aims to help industry with its own planning and workforce management, and inform decision-making across all levels of government. Over the longer term, the Infrastructure Plan sets direction for planning and delivering infrastructure in the Northern Territory.

Your Move is an active lifestyle program that helps people find simple ways to get active and connected. Your Move offers information and support to make it easier to get active.

The Pedestrian Facility Selection Tool is designed to help Australian and New Zealand practitioners select the most appropriate type of pedestrian crossing based on walkability, safety and economic outcomes.

Queensland’s first walking strategy recognises the critical role that walking plays as part of a single integrated transport system accessible to everyone and as part of a healthy, active lifestyle for all Queenslanders.

Includes Queensland Walking Strategy 2019-2029, Action Plan for Walking, Walking in Queensland Report.

The Walking Space Guide (Guide) provides a set of standards and tools to assist those responsible for Walking Spaces on streets, to ensure that sufficient space is provided to achieve comfortable environments which encourage people to walk.

The Guide offers a clear, consistent set of standards and processes to be applied in designing, planning and implementing the amount of space to be provided according to the intensity of use. It is intended that designs are appropriate to the number of people using footpaths.

This guide contains the method for carrying out a Walking Space assessment and offers guidance on how to understand the results. The guide includes an accompanying spreadsheet for recording data and calculating results.