NATIONAL CYCLING
STRATEGY 2011-16
Implementation
Report
Contents
Highlights
4
Cycling
Promotion
8
Infrastructure
& Facilities
14
Integrated
Planning
24
Safety
34
Monitoring
& Evaluation
42
Guidance &
Best Practice
48
Governance
Transport and Infrastructure
Council
Commonwealth, state, territory
and New Zealand Ministers with
responsibility for transport and
infrastructure issues, as well as
the Australian Local Government
Association.
Transport and Infrastructure
Senior Officials Committee
(TISOC)
Heads of transport departments and
road authorities from each state and
territory as well as New Zealand. A
representative from
local government and the NTC
Chief Executive are also members of
this group.
Austroads
Association of Australian and New
Zealand road transport and traffic
authorities.
Australian Bicycle Council
The Australian Bicycle Council (ABC) was established in 1999 to oversee the
implementation of the first Australian National Cycling Strategy. The ABC consists of
representatives from commonwealth, state, territory and local government agencies
with lead or significant involvement in cycling, non-government cycling organisations
and the bicycle industry.
The role of the ABC is to:
Oversee and coordinate implementation of the Australian
National Cycling Strategy.
Provide a forum for the sharing of information between stakeholders involved in
the implementation of the Strategy.
Maintain a repository of information and resources relevant to providing for and
promoting increased cycling in Australia.
The secreteriat of the Australian Bicycle Council is provided by Austroads with
funding from the Commonwealth Government.
Photo courtesy of Western Australia’s
Department of Transport
National Cycling Strategy 2011-16
The National Cycling Strategy 2011-16 was approved by ministers in November 2010.
The Strategy aims to double the number of people cycling in Australia by 2016.
This is Australia’s third National Cycling Strategy (NCS). Since the first strategy, which
was introduced in 1999, the Australian Bicycle Council has played a role in coordinating,
implementing and reporting on the strategy.
The Strategy has six key priorities and objectives.
Cycling promotion: promote cycling as both a viable and safe mode of transport
and an enjoyable recreat ional activity.
Infrastructure and facilities: create a comprehensive and continuous network
of safe and attractive bicycle routes and end-of-trip facilities.
Integrated planning: consider and address cycling needs in all relevant transport
and land use planning activities.
Safety: enable people to cycle safely.
Monitoring and evaluation: improve monitoring and evaluation of cycling
programs and develop a national decision-making process for investment in cycling.
Guidance and best practice: support the development of nationally consistent
guidance for stakeholders to use and share best practice across jurisdictions.
National Cycling Strategy 2011-16
Implementation Report 2013
3
Highlights
112.8m
$
invested by
states and
territories in
2012-13.
Photo courtesy of
Parramatta City Council
This report provides an overview of progress made in 2013 towards
the objectives of the National Cycling Strategy 2011-16 (NCS). This
report describes progress in each of the six priority areas as outlined
in the NCS and highlights “key themes” that are being seen across
multiple policy areas and jurisdictions.
In recent years there has been a change in the way cycling has been treated by
policy-makers in Australia. Cycling has transitioned from being a recreational activity
reserved solely for the weekend, to being an important mode of transport to be
considered in planning decisions alongside walking, driving and catching public
transport.
The release of the Ministerial Statement “Walking, Riding and Access to Public
Transport” by the Commonwealth Department of Infrastructure and Transport in
2013 reinforces this change, stating that “walking, riding and public transport are
important everyday modes of travel, and key parts of our urban transport systems”.
The reasons for this shift in thinking are widespread and include the need to make
more efficient use of limited urban transport corridors, the need to address obesityrelated illness brought about by our increasingly sedentary lifestyles and a desire to
improve our managment of resources and the environment.
The report found that a typical off-road path in an inner urban area generates
economic benefits for every kilometre cycled. These benefits occur across health
(up to 168 cents per kilometre), vehicle operating costs (35 cents per kilometre),
infrastructure savings (6.8 cents per kilometre) and environment (5.9 cents per
kilometre). A simple journey to and from work (20 minutes each way), for example,
provides $14.30 of benefits to the economy.
The Bicycle Economy
While bicycle use provides savings to the general economy,
the “bicycle economy” generates jobs and revenues across
various sectors including tourism, retailing, construction and
manufacturing. In 2013, the bicycle retail/wholesale industry
employed around 10,000 people at over 1,000 retail shops
and 432 wholesale businesses. Bicycle sales have been
consistently higher than car sales over the past 14 years with a
total of 16.4 million bicycles imported into Australia in the last
14 years. More than half of all Australian households have at
least one bike.
Australian bicycle and car sales 2000-2013
1,136,227
2012
1,384,398
2011
1,112,000
1,357,593
2010
1,008,437
1,083,516
2009
1,035,574
1,313,446
937,328
2008
1,154,077
2007
1,012,164
Bicycles
1,049,982
2006
1,203,628
1,427,738
962,521
2005
1,199,854
988,269
2004
1,168,601
2003
955,229
1,247,991
909,811
2002
1,003,844
2001
824,309
1,109,736
772,681
774,938
787,100
926,924
2000
2013
Cars
Source: Bicycle sales based on Australian Customs import figures and provided by the Cycling Promotion Fund.
Car sales based on VFACTS from the Federal Chamber of Automotive Industries.
National Cycling Strategy 2011-16
Implementation Report 2013
5
Cycling Participation
In order to monitor progress towards the National Cycling
Strategy goal of doubling cycling participation between 2011
and 2016, the Australian Bicycle Council carries out a biennial
survey called the Australian National Cycling Participation
Survey. The survey was first held in 2011, and in 2013 the survey
was held for a second time. The results confirm many of the
findings of the 2011 survey including:
Recreational cycling was more than twice as popular as
transport cycling and has consistent participation across
all jurisdictions.
Transport cycling levels in strong jurisdictions (NT and the
ACT) are more than double participation levels in weak
jurisdictions.
More males ride than females and the imbalance
becomes more pronounced with age.
Bicycle ownership is strong with more than 50% of
households owning at least 1 bicycle.
The 2013 survey shows a slight overall decrease in cycling
participation which is a surprising result given the increasing
levels of cycling being measured on many inner-city cycle
routes. It seems that while cycling is becoming more popular in
dense urban areas, there is a general decrease in participation
which may be related to the general decrease in activity seen in
the wider population.
Cycling Participation in 2013
Percentage who cycled in the past week / month / year.
50%
46.5%
40%
41.3%
38.0%
38.0%
35.4%
20%
10%
25.4%
32.4%
22.2%
20.2%
16.4%
17.0%
NSW
Vic
Qld
34.2%
27.1%
23.7%
15.8%
37.4%
34.4%
31.7%
30%
24.0%
47.4%
23.9%
24.5%
18.2%
13.8%
24.6%
16.6%
13.0%
0%
SA
Last week
WA
Tas
Last month
NT
ACT
Australia
Last year
Cycling Participation in 2013 (compared to 2011)
Percentage who cycled in the past week
15.8%
14.5%
16.4%
19.4%
17.0%
17.9%
13.8%
18.1%
18.2%
22.1%
13.0%
19.1%
23.9%
26.0%
24.5%
21.9%
16.6%
17.8%
NSW
Vic
Qld
SA
WA
Tas
NT
ACT
Australia
2011
Source: Australian National Cycling Participation Survey 2013
6
National Cycling Strategy 2011-16
Implementation Report 2013
2013
State & Territory Cycling Investment 2010-13
2011-12
$2.2m
NT
$1.5m
$2.5m
TAS
$0.3m
$2.6m
$0.8m
WA
$0.4m
SA
$0.5m
$3.0m
$6.0m
QLD
$4.8m
$5.3m
$6.9m
VIC
$9.7m
$20.4m
NSW
2012-13
$15.0m
$27.7m
$31.2m
$31.1m
$21.3m
$21.3m
$25.5m
$28.0m
$31.3m
2010-11
ACT
State & Territory Cycling Investment 2012-13 per head of population
$5.79
$5.94
$5.95
$4.88
$5.41
$4.22
$0.85
$2.89
$1.29
NSW
VIC
QLD
SA
WA
TAS
NT
ACT
Australia
Source: Expenditure provided by jurisdicitons
Investment in Cycling
In 2012-13 Australian state and territory governments invested
$112.8 million in cycling infrastructure and programs. This
equates to around $4.88 per head of population across
Australia. This figure excludes work that is carried out as part
of the general maintenance and construction of roads. This
figure also excludes investment made by federal and local
governments.
This growing significance can also be seen in the Federal
Department of Infrastructure and Transport’s report, “Walking,
Riding and Access to Public Transport”. This report outlines
nine action items which aim to plan, build, encourage and
govern to support and encourage walking, riding and access to
public transport.
The 2012-13 state and territory investment in cycling is a
significant increase over both the 2010-11 figure ($82.9 million)
and the 2011-12 figure ($93.8 million). This increase reflects
the growing significance that the bicycle, and more widely
“active travel”, is playing in the Australian transport landscape.
National Cycling Strategy 2011-16
Implementation Report 2013
7
Cycling
Promotion
Photo courtesy of Queensland’s
Department of Transport
A key priority for investment should be to target cultural change
through strategies focused on achieving specific behaviours such as
commuting by bicycle. Focused behavioural change strategies can
lead to sustained, habitual behavioural change that can last a lifetime
and change a life.
In order to increase cycling participation,
the bicycle needs to be the most
convenient, safe and efficient form
of transport available. It is critically
important that the bicycle not only
possesses these benefits, but that
people also perceive that the bicycle
possesses these benefits.
Policy-makers looking to achieve
behaviour change are wise to recognise
that “Interventions that change the
environmental context to make healthy
options the default choice, regardless of
education, income, service provision, or
other societal factors are the strongest
and most sustainable. Individuals would
have to expend significant effort not to
benefit from them” *
ACTIONS FROM THE MINISTERIAL STATEMENT
“Walking, Riding and Access to Public Transport”
ENCOURAGE: Enable greater participation in walking, riding and public transport
ACTION 5: The Australian Government will partner with states and territories,
including through the Australian National Preventive Health Agency, to encourage
behaviour change in support of increased walking, riding and use of public
transport, as part of healthy lifestyle choices.
ACTION 6: The Australian Government will work with stakeholders to provide
resources that support communities, businesses and local governments to plan for
active travel in their local areas including:
Creating Places for People: an urban design protocol for Australian cities
(www.urbandesign.gov.au) which includes principles for creating more
connected, walkable and vibrant communities;
Healthy Spaces and Places (www.healthyplaces.org.au) which provides
guidance and training to local governments in partnership with the Australian
Local Governments Association, National Heart Foundation, Planning
Institute of Australia and Department of Health and Ageing.
* Frieden, T.R:, ‘A Framework for Public Health Action: The Health Impact Pyramid’, April 2010, Vol 100, No. 4, American Journal of Public Health pp. 591-2.
National Cycling Strategy 2011-16
Implementation Report 2013
9
Photo courtesy of
Bike Sydney
Bike Sydney provides Bike Valet
Parking for events in and around the
City of Sydney. Bike Valet Parking is
like a coat check for bicycles. Patrons
are issued claim checks in exchange
for their bikes and staff guard them
in a secure corral. Cyclists appreciate
the extra security, the friendly service
and the acknowledgement that
they deserve special treatment.
The service helps to reduce traffic
problems, keeps the event site tidy
and encourages attendance.
Bike Valet Parking in City of Vincent, Western Australia
Promoting Bicycling for Short Trips
The National Cycling Strategy 2011-16 asks policy-makers to deliver
marketing and education programs that promote the benefits of cycling
and encourage people to cycle for short personal trips. A variety of such
projects have been delivered by states and territories in 2013.
The NSW Government supported NSW Bike Week in 2013 and invested $180,000 in
various events, programs and projects.
The Victorian Government continued its funding support for the Ride2School
program which is receiving $2.8 million over 4 years (2011-2015). The Victorian
Government also continued its support for Melbourne Bike Share, a public bicycle
hire scheme which provides 600 bicycles available across 51 public docking stations
located in Melbourne CBD and inner suburbs. The scheme was established with
supported from the state government and aims to becoming self-funding in the
near future. The scheme will be re-tendered in 2014. The Victorian Transport
Connections Innovation Fund provided $450,000 to assist people in regional areas
with information about cycling and its benefits.
The Queensland Government are developing Active Towns with a pilot project
investing $10 million over 3 years into three Queensland locations: Cairns, Mackay
and the Gold Coast. Projects developed under the scheme explore innovative and
creative ways to deliver increased cycling and walking and can include community
education, infrastructure and events.
The South Australian Government delivered their Cycle Instead program to provide
useful information to overcome knowledge gaps for new/inexperienced riders,
workplaces looking to become bicycle-friendly, and people looking to plan bicycle
travel using maps or through an online journey planner.
The Western Australian Government delivered their Cycle Instead program, the Your
Move campaign and the Travel Change program through a number of channels.
The Cycle Instead message was delivered at Bikeweek events, the Sustainable
September series, the Santos Great Bike Hike, the Bike to Work Challenge and
National Ride to Work Day.
10
National Cycling Strategy 2011-16
Implementation Report 2013
The Your Move program was initiated in 2012 and began delivering personalised
information and support in 2013 to encourage active lifestyle choices such as
replacing car trips with bicycle trips. The program is being delivered to 35,000
households in the City of Cockburn and is a joint initiative of the Department of
Transport and the Department of Sport and Recreation.
The Travel Change program has been delivered in workplaces, schools and through
local government by providing relevant support to each group. Workplaces are
provided with support to develop workplace travel plans. Schools are provided with
a range of support that has resulted in an average 12.5% increase in active transport
at the 30 schools participating in the program. Local governments are provided with
initial seed funding to employ TravelSmart Officers. These employees work with the
community and across council portfolios to integrate sustainable transport options
such as public transport, walking and cycling with other local transport options.
Promoting Recreational Cycling
The National Cycling Strategy 2011-16 asks policy-makers to deliver
marketing and education programs that encourage people to take up cycling
as a recreational activity. A variety of such projects have been delievered by
states and territories in 2013.
The New South Wales Government supported the Spring Cycle mass-participation
event to encourage recreational cycling. This event is a recreational cycling event
that enables riders to experience riding across the Sydney Harbour Bridge and has
operated for the past 30 years.
The Victorian Government supported the Great Victorian Bike Ride which is a massparticipation event that encourages recreational cycling. The Great Victorian Bike
Ride is a non-competitive, fully supported nine-day annual bicycle touring event
organised by Bicycle Network Victoria (BNV). Bicycle Network organised Bupa
Around the Bay in a Day - a recreational cycling event around Port Phillip Bay, starting
and ending in Melbourne. The event has been running for 21 years, attracts nearly
20,000 riders and raises money for the Smith Family.
The Tasmanian Government has provided financial assistance to a variety of small
events including Opt-In, Bike Week, Cranky Penguin, Kommunity Kids and more.
Encouraging Bicycle-Friendly Workplaces
The National Cycling Strategy 2011-16 asks policy-makers to work with
employers to develop cyclist-friendly workplace facilities and projects.
A variety of such projects have been delivered by states and territories
in 2013.
The City of Sydney has implemented
the Try2Wheels program which
aims to connect residents who are
interested in bike riding with people
who can provide the right advice,
support and resources. The program
creates conversation-starters; and
neighbourhood events that allow
businesses, individuals, groups
and bicycle enthusiasts to interact
meaningfully on a local level in a
practical, engaging and entertaining
environment.
The South Australian Government in
partnership with the Motor Accident
Commission provided a grant to the
YWCA Adelaide for the purchase
of two utility bicycles to use for
attending meetings in the CBD. A
recent evaluation showed that 33%
of staff were using the bikes to travel
to meetings within three kilometres
of the office.
Bicycle Network delivers the Ride2Work program to help people establish the habit
of riding to work. It operates in Victoria and other states.
The Queensland Government encouraged bicycle-friendly workplaces through the
ongoing application of the Queensland Development Code. End-of-trip facilities
must be installed for all new major developments and major additions to major
developments located in designated local government areas. These requirements
are included in the “Queensland Development Code (QDC) Mandatory Part 4.1 Sustainable Buildings” and apply statewide. End-of-trip facilities should be easily
accessible to users and located within the building or on-site within 100 metres of a
main entrance to the building. The facilities must also be provided in accordance with
prescribed workforce or occupant ratios.
The South Australian Government supported businesses to adopt safer, greener and
more active options for travel both during business hours and for commuter trips.
This Smarter Travel @ Work program was provided at no cost to the employer. They
have also supplied community grants to four workplaces to support their transition to
become bicycle friendly.
As part of the City of Darwin’s
Healthy Darwin program a series
of free basic and intermediate bike
skills workshops were held during
2012/13. Linked to the workshops,
a regular Sunday bike ride suitable
for all ages and abilities has been
established and there is interest in
developing further regular rides at
other locations in Darwin.
11
Encouraging
Indigenous Australians
The Bikes for the Bush program provided students
from the Galiwin’ku Shepherdson College with free
bicycles as a reward for good school attendance in
2013. Students with school attendance of at least
80% throughout the year, were each awarded with
bike vouchers at the end of year assembly.
The Bikes for the Bush program is a partnership
initiative of East Arnhem Shire Council, ALPA Stores,
National Australia Bank, Traditional Credit Union
and the NT Government Department of Education.
The program also relied on community support
from groups such as the EASC Civil Works Team
and the Mulkurr Lapmaram Mens Program who
assisted by assembling the bikes.
Students from the Galiwin’ku Shepherdson College
who received bicycles at the end of 2013.
Encouraging Children
The Australian National Cycling Participation
Surveys in 2011 and 2013 both show that the
participation of children between the ages of 2 and
9 is higher than at any other time in life with 44.4%
of children having ridden in the past week.
This high participation level drops off steeply to
32.2% in those aged 10 to 17 and again to 10.6% in
those aged 18 to 29. To increase overall participation
in cycling it is important to not only get a higher
number of children cycling in the first place, but also
to reduce attrition rates, particularly in the teenage
years.
Around 1000 NT school students participated in
Road Safety Bike Education programs during 2012/13.
Bicycle skills education courses are a key tool that
provides children with the confidence and skill
required to ride a bicycle in a variety of situations.
Encouraging Women
The Australian National Cycling Participation Surveys
in 2011 and 2013 both show that the participation
of women in cycling is significantly lower than that
of men in Australia. Encouraging more women
to get into cycling is part of an overall strategy to
“mainstream” cycling in Australia by ensuring that
it is an easily-accessible activity for all.
Gear Up Girl events run by Bicycle NSW and Bike
SA encourage women to cycle by providing an
accessible and friendly environment. Similar events
are also run by Bike Queensland (Bicy Gal) and
other bicycle groups looking to bring cycling to a
wider audience.
12
National Cycling Strategy 2011-16
Gear Up Girl event run by Bicycle NSW
Implementation Report 2013
Aspirational
Facilities
The private sector is responding
to demand for high-quality
end-of-trip facilities in inner-city
office buildings. Facilities such
as showers, lockers and change
rooms are useful to a wide
range people such as runners,
gym junkies and, of course,
bicycle users.
Right: Parking facilities at the AMP Capital building
at 600 Bourke St, Melbourne. Below right: End
of trip facilities at the AMP Capital building at 35
Collins St, Melbourne. Below left: Parking access
at the AMP Capital building at 50 Bridge St, Sydney.
Active Towns Pilot Program
Queensland aims to develop Active Towns to
demonstrate that concentrated funding and a
coordinated package of infrastructure, policy and
behaviour change projects could have a significant
impact on cycling levels.
From 2012/13 to 2014/15, the Active Towns Pilot
Program is piloting the cycling demonstration towns
concept in three Queensland locations; Cairns, Mackay
and the Gold Coast.
Councils were required to commit to up to $1 million
per year to implement Active Towns, conditional
to matching funds or demonstration of significant
previous/existing investment.
Councils were requested to limit the geographical area
of investment to better provide a measurable benefit
for the program.
A family enjoys the the Active Towns Bike Festival in Mackay.
National Cycling Strategy 2011-16
Implementation Report 2013
13
Infrastructure
& Facilities
Photo courtesy of
City of Sydney
The National Cycling Strategy 2011-16 has an objective to develop a
safe, attractive cycling network to key destinations and to provide
associated facilities. This commitment to delivering infrastructure
is born from the recognition that countries that have achieved
significant levels of cycling activity have benefitted from extensive
and sustained investment in their cycling networks and facilities.
In 2012-13 Australian state and territory governments invested
$111.7 million in cycling infrastructure. This equates to around
$4.83 per head of population across Australia. This figure
excludes work that is carried out as part of the general
maintenance and construction of roads. This figure also
excludes investment made by federal and local governments.
This amount is a significant increase over both the 2010-11
figure ($82.9 million) and the 2011-12 figure ($93.8 million).
States and territories have invested across a broad range of
infrastructure and facilities through capital cities, regional
centres and small towns. Investment has prioritised the
separation of bicycles from motor vehicles with a large portion
of the investment made in separated facilties or paths shared
with pedestrians (shared-use paths).
This increase in investment reflects the growing significance
that the bicycle, and more widely “active travel”, is playing in the
Australian transport landscape. This growing significance can
also be seen in the Ministerial Statement, “Walking, Riding and
Access to Public Transport” which provides recommendations
to “build appropriate infrastructure for walking and cycling
needs”.
ACTIONS FROM THE MINISTERIAL STATEMENT
“Walking, Riding and Access to Public Transport”
BUILD: Build appropriate infrastructure for walking and cycling needs
ACTION 3: The Australian Government will work with states and territories to
ensure that infrastructure projects funded through Nation Building and other
relevant investment programs:
protect routes for walking, riding and accessing public transport so that
existing connections are not severed
reflect consideration of all transport modes – for example , where a project
corridor follows, or intersects with, an identified walking or riding route, the project
scope should include walking and riding infrastructure as part of the works
ensure that the relevant infrastructure is appropriate for the speed and
volume of traffic.
ACTION 4: The Australian Government will work with states and territories to
ensure pedestrian and bicycle infrastructure funded through Nation Building and
other relevant investment programs meets appropriate technical standards and
best practice approaches.
National Cycling Strategy 2011-16
Implementation Report 2013
15
State & Territory Cycling Infrastructure Investment 2010-2013
$1.5m
$2.2m
NT
$2.5m
$0.3m
$2.6m
TAS
$0.8m
$0.4m
WA
$0.5m
$3.0m
SA
$9.5m
$5.9m
$4.8m
QLD
$4.7m
$6.3m
VIC
2012-13
$14.8m
$27.7m
$31.0m
2011-12
$20.3m
NSW
$20.0m
$20.0m
$24.0m
$24.0m
$30.4m
$31.0m
2010-11
ACT
Source: Expenditure provided by jurisdicitons
State & Territory Cycling Infrastructure Investment 2012-13
per head of population
$4.83
$5.79
$5.90
$5.95
$5.30
$4.18
$0.83
$2.88
$1.28
NSW
VIC
QLD
SA
WA
TAS
NT
ACT
Australia
Source: Expenditure provided by jurisdicitons
State & Territory Cycling Investment 2012-13
Source: Expenditure provided by jurisdicitons
% of total transport expenditure
1.53%
1.07%
1.17%
QLD
SA
WA
Source: Expenditure provided by jurisdicitons. Total expenditure for 2011-12 from BITRE Yearbook 2013
16
National Cycling Strategy 2011-16
Implementation Report 2013
TAS
0.61%
VIC
0.10%
0.49%
0.16%
0.35%
0.60%
NSW
NT
ACT
Australia
New South Wales
The New South Wales Government delivered $31 million of bicycle facilities as part of
their 2012-13 work plan. Around $20 million of this money was spent on co-funding
arrangements with local governments. These projects delivered approximatly 90
km of shared paths, 27 km of shoulder lanes and 13 km of on-road facilities. The
funding provided by the NSW Government to local government was often part of
a 50/50 funding arrangement that saw equal funds provided by local government.
This resulted in an additional $5.8 million investment in cycling in both regional and
metropolitan areas.
Bicycle facilities were also built as part of major road projects in the Blue Mountains,
Penrith, Tweed Heads, Gosford and the Upper Hunter. The bicycle budget for the
2013-14 year has been increased to $33 million.
New South Wales - Bicycle infrastructure built in 2012-13
Projects in Partnership with Sydney
Metropolitan Local Governments
State Govt
Contribution
Local Government
Co-Contribution
Shared Paths - Baulkham Hills, Blacktown, Blue Mountains,
Camden, Campbelltown, Canterbury, Fairfield, Hawkebury,
Lane Cove, Leichardt, Liverpool, Mosman, Pittwater,
Rockdale, Sutherland, Warringah, Willoughby, Woollahra,
Canterbury, Leichardt, Randwick, Rockdale, Willoughby
$14,396,000
$651,000
State Govt
Contribution
Local Government
Co-Contribution
Northern NSW - 9.8 km of shared paths across Armidale
Dumaresq, Liverpool Plains, Richmond Valley, Tweed
$1,013,000
$568,000
Hunter Region - 10 km of shared paths across Gosford,
Wyong, Lake Maquarie, Newcastle
$1,185,000
$1,185,000
Southern NSW Region - 8 km of shared paths across Bega
Valley, Cooma-Monaro, Eurobodalla, Kiama, Shoalhaven,
Upper Lachlan, Wollondilly, Wollongong,
$1,578,000
$1,478,000
$917,000
$867,000
Western Region - 7.6 km of shared paths across
Bathurst, Blayney, Cabone, Central Darling, Cowra, Dubbo,
Forbes, Gilgandra, Mid-Western, Moree Plains, Orange,
Warrumbungle.
8.3 km of road shoulders in Broken Hill.
3.3 km of on-road bicycle routes in Orange.
$1,075,500
1,031,500
Cycleways Built as part
of Major Road Projects
State Govt
Contribution
Local Government
Co-Contribution
Great Western Highway - 3.0 km in the Blue Mountains
*
$0
Erskine Park Link Road - 3.1 km in Blacktown/Penrith
*
$0
Pacific Highway - 2.1 km in Tweed Heads
*
$0
Central Coast Highwa - 11 km in Gosford
*
$0
New England Highway - 550 m in the Upper Hunter
*
$0
The City of Sydney are providing
bidirectional, separated cycleway
connections between the CBD and
surrounding localities. Bidirectional
cycle path designs provide a
framework for separated cycleways
in constrained environments.
These facilities provide functional
separation of bicycle traffic from
parked cars and traffic lanes.
Road Shoulders - 14 km of road shoulders
On-road Bicycle Routes - 10km of on-road bicycle routes
Projects in Partnership with
Regional Local Governments
South-West NSW Region - 12 km of shared paths across
Albury, Coolamon, Cootamundra, Corowa, Deniliquin,
Gundagai, Griffith, Harden, Hay, Jerilderie, Junee, Leeton,
Murray, Narrandera, Tumbarumba, Urana, Wagga Wagga,
Wakol, Yass Valley, Temora
* Funding cannot be determined as the facility was provided as part of a larger project.
The cycleway around Lake Forbes takes
full advantage of the scenic setting
of Forbes, connecting Forbes railway
station, town centre, racecourse and
showground.
This cycleway under the Thackeray
Street Bridge supports the urban
renewal currently underway within the
Parramatta Valley. It provides a safe
and direct transport link to new office,
residential and public buildings which
are replacing sites of former heavy
industry in the corridor.
17
Victoria
The Victorian Government invested $30.4 million in building bicycle facilities as
part of their 2012-13 work plan. The majority of these facilities are shared with
pedestrians and have been invested in major links such as the Jim Stynes Bridge,
Regional Rail Link, Eastlink and Peninsula Link.
The Victorian Government also invested $1 million in providing bicycle parking
facilities at 10 suburban train stations.
Jim Stynes Bridge is a new bridge
alongside and over the Yarra River in
central Melbourne, not across it. When
completed, the new bridge will connect
pedestrians and cyclists between
the residential / business precinct of
Docklands on the west side of the city
grid, and the Yarra River north bank on
the south side of the city grid.
Victoria - Bicycle infrastructure built in 2012-13
State Govt
Contribution
Local Government
Co-Contribution
$350,000
$0
Regional Rail Link Bicycle Facilities - Bicycle
infrastructure projects as part of the Regional Rail Link
from West Werribee to Melbourne CBD.
$5,000,000
$0
Eastlink and Peninsula Link - Extension and
completion works for shared use paths along Peninsula
Link and Eastlink freeways.
$3,100,000
$0
$100,000
$0
$9,100,000
$1,800,000
Darebin Creek Trail - Commence link for Darebin Creek
Trail to the Main Yarra Trail.
$150,000
$0
Yarraville off-road bicycle path - Completes a
section of Federation Trail.
$150,000
$0
Burnley-Kew Road (Denmark Street) - Off-road
bicycle path, around congested intersections, Kew.
$460,000
$0
Beach Road off-road bicycle path - Beach Road,
$470,000
$0
$1,500,000
$0
Projects in Regional Victoria
State Govt
Contribution
Local Government
Co-Contribution
Regional Growth Fund
$3,000 ,000
$568,000
$240,000
$1,185,000
State Govt
Contribution
Local Government
Co-Contribution
$1,000,000
$0
Projects in Metropolitan Melbourne
Westgate Punt - Ferry service for pedestrians and
cyclists across the Yarra River.
Gipps St Steps on Capital City Trail - Eliminate
steps (design and permit approval, for future works).
Jim Stynes Bridge - Victoria in partnership with the
City of Melbourne has begun building the $14.3 million
Jim Stynes Bridge - a cycling and pedestrian link
between Docklands and the CBD along the Yarra River.
An off-road bicycle path was
constructed alongside 200 m of
footpath to assist cyclists to safely
connect two existing stretches of
principal cycle route along quiet
local roads.
between Cromer and Charman Roads, Bayside.
Off-road Metropolitan Trail Network
Community Facilities Funding Programs
End of trip facilties
Bicycle parking facilities
Parking facilities at 10 suurban train stations
Beach Road is a major commuter and
recreational cycling route extending
more than 20 km along Melbourne’s
bayside beaches. The Bay Trail off-road
cycling path runs alongside Beach Road,
and was extended further south with a
wide, shared path. The existing on-road
bicycle lane was retained in the new
section, thereby catering both for those
who prefer off-road cycling, and for
competitive cyclists who frequently use
Beach Road as a training facility.
18
National Cycling Strategy 2011-16
Implementation Report 2013
Queensland
The Queensland Government invested $27.7 million in bicycle facilities and programs
as part of their 2012-13 work plan. This investment includes:
government grants ($12.3 million)
the Active Towns pilot ($2.2 million)
cycling infrastructure ($9.8 million)
Transport Infrastructure Development Scheme (TIDS) Cycleways, the Safe
School Travel (SafeST) programs and the Yeppoon Rail Trail ($3.4 million).
Infrastructure has also been provided as part of general development work carried
out under the Cycling Infrastructure Policy and the Queensland Development Code.
The bicycle budget for the 2013-14 year has been increased to $30.5 million.
Queensland - Bicycle infrastructure built in 2012-13
State Govt
Contribution
Local Government
Co-Contribution
Pacific Motorway Upgrade Bicycle Facilities - 1.2 km of
bicycle paths and associated work in Springwood.
*
$0
Bicycle Paths - 2 km in Greenslopes and Holland Park West.
$9,526,000
$0
Bicycle Lanes - 7.5 km across Burleigh Waters, Clear Waters
and Mermaid Waters.
$ 1,181,645
$0
State Govt
Contribution
Local Government
Co-Contribution
Nerang Broadbeach Road Cycle Facility
800 m shared-use path.
$100,000
$100,000
Thrower Bridge Underpass Cycle Facility
350 m shared-use path.
$675,000
$675,000
Brassall Bikeway Connection - Stage 2 Construction
750 m shared-use path.
$375,000
$375,000
David Low Way Cycle Link (Erbachers to Eudlo Creek)
2.28 km shared-use path.
$610,000
$610,000
Sippy Downs Drive Cycle Facilities Construction
600 m shared-use path.
$560,000
$560,000
Whytecliffe Parade Cycle Facilities Construction
570 m shared-use path.
$170,000
$170,000
$1,000,000
$1,000,000
Coastal Pathway Directional Signage
Directional signage.
$30,000
$30,000
CBD - RAAF Base Cycle Lanes Construction
1.65 km on-road bicycle lanes.
$125,000
$125,000
Dakabin Link Road Cycle Facilities Construction
4.2 km on-road bicycle lanes.
$982,000
$982,000
CBD to Showgrounds Link - Stage 1
3 km on-road bicycle lanes.
$125,000
$125,000
Ramsay and Nelson Streets Intersection Upgrade
430 m on-road bicycle lanes.
$215,000
$215,000
David Low Way - Marcus Beach Cycle Lanes
550 m on-road bicycle lanes.
$160,000
$160,000
End of trip facilties
State Govt
Contribution
Local Government
Co-Contribution
Bike racks - The Gap.
$1,000
$0
$400,000
$0
Bike cage, toilets - North Lakes.
$180,000
$0
Bike cage - Slacks Creek and Capalaba.
$200,000
$0
*
$0
Major State Projects
Projects in Partnership with Local Government
Galeen Drive to Honeyeater Drive Green Bridge
125 m bridge.
Bike cage, toilets, showers - Maroochydor.
Bike racks, toilets, showers - Springfield.
* Funding cannot be determined as the facility was provided as part of a larger project.
The Galeen-Honeyeater Green Bridge
was jointly funded by the Queensland
Government and Gold Coast City
Council. The bridge spans Miami
Lake and provides a safer, more
convenient route for pedestrians and
cyclists between residential areas
and trip attractors.
The Queensland Government’s Veloway
1 Stage C: Package 1 along the Pacific
Motorway extends the distance of
dedicated cycleway for Brisbane’s
cyclists from Lewisham Street,
Greenslopes to Birdwood Road Holland
Park and provides a quick and safe ride
for commuting cyclists.
Stage 2 of the Brassal Bikeway was
jointly funded by TMR and Ipswich
City Council. It provides an off-road
bikeway from the existing Brassall
Bikeway Stage 1 to Sydney Street.
The link provides a safe cycling route
between the Ipswich City Centre,
Brassall and major trip attractors
along the route.
19
South Australia
The South Australian Government invested $4.8 million in bicycle facilities as
part of their 2012-13 work plan. The major investment was $3 million towards the
development of the Outer Harbor and Marino Rocks Greenways. In addition to this,
the State Government co-funded a number of local government projects across
South Australia through the state black spot program “Cycling Projects and the State
Bicycle Fund”.
The bicycle budget for the 2013-14 year has been increased to $6.8 million.
South Australia - Bicycle infrastructure built in 2012-13
State Govt
Contribution
Local Government
Co-Contribution
$3,000,000
$0
Port Road
$190,000
$0
Main North Road
15 km of bike lanes from Nottage Tce to Regency Road and
Mawson Lakes Blvd to Frost Road
$420,000
$0
Adelaide Ring-route
Green Pavement Marking at conflict points
$190,000
$0
State Govt
Contribution
Local Government
Co-Contribution
City of Mount Gambier - 6.1 km of bicycle lanes
$25,783
$12,892
Berri Barmera Council, Nookamka Tce and Barmera
0.9 km of shared-use path
$35,244
$17,622
District Council of Mount Remarkable, Melrose
2.5 km of shared-use path
$21,450
$21,450
Wakefield Regional Council, Gwy Terrace, Balaklava
0.3 km of shared-use path
$50,900
$50,900
Adelaide City Council, Porter St to Greenhill Rd
0.3 km of shared-use path
$25,600
$12,800
Adelaide City Council, Pulteney St
0.5 km of bicycle lanes
$84,667
$42,333
City of West Torrens, River Torrens Linear Park
0.14 km of shared-use path
$133,333
$66,667
City of Salisbury, Little Para River Trail
crossing of Kings Rd
Road crossing
$10,667
$5,333
Adelaide City Council, Frome St corridor
1.7 km of bicycle lanes and shared-use path
$115,000
$115,000
City of Tea Tree Gully, Dry Creek corridor
0.6 km of shared-use path
$120,000
$120,000
$93,500
$93,500
State Govt
Contribution
Local Government
Co-Contribution
$40,000
$0
$100,000
$0
$50,000
$0
Major State Projects
Outer Harbor and Marino Rocks
Greenway Program
Projects in Partnership with Local Government
As part of their Greenways program
the South Australian Government
(in partnership with Adelaide City
Council) installed a tram crossing
and bike box at the intersection of
Peacock Road and South Terrace
on the Mike Turtur Bikeway. The
improvement formalises a desirable
movement many cyclists were
already taking to gain a more
perpendicular crossing angle of
the tram tracks and to store ahead
of left-turning motor vehicles. The
signalised crossing of the tram
tracks leads to a bike box that
increases storage capacity and
safety for cyclists entering the city.
The $200,000 project also provided
a new signalised pedestrian and
bicycle crossing of Peacock Road at
South Terrace that serves the Park
Lands Trail and improves access to
the tram stop.
20
National Cycling Strategy 2011-16
City of Salisbury, Little Para River Trail under
Commercial Rd
0.13 km of shared-use path
Other Facilities
Bike cages at public transport stations
Gawler, Munno Para and Elizabeth Stations
Arterial road crossings
Fullarton Rd crossing at William and Angas Streets
Dequetteville Tce crossing at Angas Street
Cyclists push buttons at intersections
Implementation Report 2013
Western Australia
The Western Australian Government delivered $14.8 million of bicycle facilities as
part of their 2012-13 work plan. Around $6 million of this money was spent on
providing approximatly 25 km of bicycle lanes and road shoulders. Arount $8.8
million was spent on paths separated from motorised traffic, with a focus on shareduse paths. Shared paths are far more common than separated bicycle facilities with
over 160 km of shared paths in the Perth metropolitan area alone.
Grants were provided to local councils, with $0.9 million allocated to Perth
metropolitan councils and $0.5 million allocated to regional councils. These grants
did not require guaranteed matched funding from the council.
The bicycle budget for the 2012-13 year was $14.8 million which has been increased
to $22.4 million for the 2013-14 year.
Western Australia - Bicycle infrastructure built in 2012-13
State Govt
Contribution
Local Government
Co-Contribution
$3,000,000
$0
$311,141
N/A*
Kwinana PSP: London Way and Scandrett Way Shared-use path
$500,000
$0
Kwinana PSP: approach to Parry Shared-use path
$100,000
$0
Kwinana PSP: Bullcreek Station Shared-use path
$1,050,000
$0
$850,000
$0
$4,200,000
$0
Fremantle PSP: Claremont to Swanbourne (lighting)
Shared-use path
$450,000
$0
Fremantle PSP: City West slow points Shared-use path
$250,000
$0
State Govt
Contribution
Local Government
Co-Contribution
$500,000
$0
$2,180,000
$0
State Govt
Contribution
Local Government
Co-Contribution
Perth Bike Network Grants Path projects
$901,945
N/A*
Regional Bike Network Grants Path projects
$543,727
N/A*
State Govt
Contribution
Local Government
Co-Contribution
Perth Bike Network Grants End of trip projects
$4,394
N/A*
Regional Bike Network Grants - end of trip projects
$2,400
N/A*
Lanes and Paths in Metropolitan Perth
Great Eastern Highway (Kooyong Rd to the
Tonkin Hwy) - Road shoulder
Perth Bike Network Grants Road shoulder
Fremantle PSP: Perth Arena West Shared-use path
Great Eastern Highway/Roe Highway Interchange Shared-use path
Lanes and Paths in Regional Western Australia
Dampier Highway (Madigan and Burrup Rds) Road shoulder
Bunbury Outer Ring Road and Bunbury Port Access Rd Road shoulder
Local Council Grants for Paths
Local Council Grants for End of Trip Facilities
* No particular co-contribution requirement exists.
The bicycle path above crosses
a busy train station access point
at the end of a long decline. The
combination of bicycles travelling
at speed with high pedestrian traffic
volumes was the source of conflict
that needed to be managed. This
design aimed to slow bicycle traffic
and provide a safe crossing for
pedestrians.
Perth’s newest, state-of-the art
sporting and live entertainment
venue, Perth Arena, was completed
in June 2013. Unfortunately it was
built on top of a well-used Principal
Shared Path (PSP) which provided
access to the city for people coming
from the East. The City of Perth,
Department of Transport and Main
Roads WA have replaced the PSP
with another high quality path taking
riders between the freeway and
around Perth Arena into the city.
21
Tasmania
The Tasmanian Government provided $425,000 for bicycle facilities as part of
their work plan for 2012-13. Funding for these projects was supplemented by local
government investment of $859,000 to bring the total investment to $1.3 million.
The most significant project was the stage 2 development of the Glenorchy Art &
Sculpture Park (GASP) path to Wilkinsons Point which included $50,000 of state
funding and $400,000 of local government funding.
The Ulverstone shared pathway
forms an element of the North West
Coastal pathway, which is planned
to ultimately provide approximately
85 km of shared walking/cycling
pathway to connect the communities
of the North West coast of Tasmania,
from Latrobe to Wynyard.
Tasmania Australia - Bicycle infrastructure built in 2012-13
State Govt
Contribution
Local Government
Co-Contribution
GASP Stage 2 at Wilkinson’s Point 1 km shared-use path
$50,000
$400,000
Expanded bike storage areas at four signalised
intersections
$10,000
$35,000
$5,000
$10,000
State Govt
Contribution
Local Government
Co-Contribution
Ford Road, Jordan River 220 m shared-use path.
$14,000
$16,000
Port Sorell Primary School 400 m shared-use path.
$43,000
$46,000
Coffee Creek Track connection to Patriarch Drive 170 m shared-use path.
$7,543
$7,543
Bluff Track Project at Whitemark 210 m shared-use path.
$7,666
$11,334
$35,400
$32,600
State Govt
Contribution
Local Government
Co-Contribution
$7,117
$35,672
State Govt
Contribution
Local Government
Co-Contribution
$150,000
$150,000
Kingborough Mountain Bike Park
$65,000
$65,000
Kentish Road Safety Bike Park
$30,000
$50,000
Lanes and Paths in Metropolitan Hobart
Solar lighting on Royal Park Shared Pathway
Lanes and Paths in Regional Tasmania
The Port Sorell Primary School path
link is associated with the new Port
Sorell Primary School, which has
85 per cent of enrolments within a
three kilometre radius of the school.
Several riding groups arrive at school
each day and this path assists in
enabling students to travel to and
from the campus by foot or bike.
Oatlands to Parattah Track 7 km shared-use path.
End of Trip Facilities
Bike Racks in Wynyard, Port Sorell, Hobart,
Invermay, Scottsdale
Sport, Recreation and Education Facilities
Tolosa Park Criterium Circuit
The Glenorchy Art and Sculpture
Park (GASP) shared pathway forms
part of the larger Glenorchy Art and
Sculpture Park at Wilkinson’s Point
on the banks of the River Derwent.
This shared pathway connects to
existing walking/cycling paths and is
planned to link to the Museum of Old
and New Art (MONA).
22
National Cycling Strategy 2011-16
Implementation Report 2013
Photo courtesy of
Tony Arnold
Northern Territory
The Northern Territory Government invested $306,154 in bicycle infrastructure as
part of their 2012-13 work plan. This investment is set to double in 2013-14 with an
investment of over $600,000 budgeted.
Northern Territory Australia - Bicycle infrastructure built in 2012-13
Lanes and Paths in Metropolitan and Regional NT
Path improvements and extensions in Darwin,
Palmerston, Howard Springs and Alice Springs.
State Govt
Contribution
Local Government
Co-Contribution
$306,154
$0
Australian Capital Territory
The Howard Springs Cycle Path
connects the City of Palmerston
to Darwin’s rural area. The 5.4 km
path was opened in 2012 with some
additional works also carried out
in 2013.
The ACT Government invested $2.2 million in bicycle infrastructure as part of their
2012-13 work plan. The majority of this money was allocated to the construction
of the Civic Cycle Loop which provides separated bicycle facilities in Canberra’s
city centre.
Australian Capital Territory - Bicycle infrastructure built in 2012-13
State Govt
Contribution
Local Government
Co-Contribution
On-road cycling facilities on resurfaced roads
$250,000
$0
On-road cycling facilities on resurfaced roads
$250,000
$0
$70,000
$0
State Govt
Contribution
Local Government
Co-Contribution
Main community route signage
$150,000
$0
Lake directional signage
$250,000
$0
Bicycle Lanes and Paths
Resurfacing of cycle paths
Bicycle Signage
Recent work on the Civic Loop
was carried out to install curbseparated bicycle lanes. The above
photo shows how refuge space at
road-grade has been created for
pedestrians and bicycle users by
using several small traffic islands.
23
Integrated
Planning
Photo courtesy of
the City of Sydney
The National Cycling Strategy 2011-16 calls on state, territory and local
governments to ensure that all land use planning and infrastructure
strategy documents take into account active transport needs. The aim of
this approach is to not only improve transport efficiency, accessibility and
choice, but also to promote healthy living and sustainable communities.
In 2013 the Minister for Infrastructure and Transport released a Ministerial Statement
titled “Walking, Riding and Access to Public Transport” which recognises that “walking,
riding and public transport are important everyday modes of travel, and key parts of our
urban transport systems”.
In this Ministerial Statement, and in a number of state government reports published
in 2013, the bicycle is no longer seen as simply a recreational device but as a viable
mode of transport. This increasing appreciation for the bicycle as a mode of
transport is being driven not only by the fact that short trips are usually much quicker
and easier by bicycle. It is also underpinned by research that shows that increased
bicycle use results in economic benefits to society, particularly in terms of health care
savings.
The Ministerial Statement noted that a typical off-road path in an inner urban area
generates economic benefits for every kilometre cycled. These benefits occur
across health (up to 168 cents per kilometre), vehicle operating costs (35 cents per
kilometre), infrastructure savings (6.8 cents per kilometre) and the environment (5.9
cents per kilometre).
The end result is that a simple journey to and from work, for example, provides $14.30
of benefits to the economy (based on a 20 minute commute in each direction).
ACTIONS FROM THE MINISTERIAL STATEMENT
“Walking, Riding and Access to Public Transport”
PLAN: Include walking and riding when planning for land use and transport
ACTION 1: The Australian Government’s evaluation of proposed transport
infrastructure will take appropriate account of the needs and benefits of walking,
riding and access to public transport.
ACTION 2: The Australian Government will work with states and territories to
review the National Guidelines for Transport System Management, and supporting
documents, to incorporate improved methodology for assessing the costs and
benefits of walking, riding and public transport.
National Cycling Strategy 2011-16
Implementation Report 2013
25
Photo courtesy of
Transport for NSW
Key Theme: Integrating Cycling with
Broader Transport Planning and Land Use Planning
The National Cycling Strategy 2011-2016 calls for the
needs of bicycle users to be embedded in the mainstream
business of transport organisations in each jurisdiction.
The following plans place the needs of bicycle users alongside
those of other transport users.
Plan Melbourne:
Metropolitan Planning Strategy
Plan Melbourne addresses a wide range of “growing pressures” that have the
potential to impact on the liveability and competitiveness of the city over the
coming decades. These pressures already affect traffic congestion, housing
affordability, accessibility, changing climate and rural encroachment.
Sustainability is one the key themes in the plan. This is seen across a variety
of areas such as energy use, water use, biodiversity conservation and the
efficiency of building design. Encouraging active forms of transport, such as
walking and cycling is another important way in which Plan Melbourne looks to
transition to a more sustainable model.
Specific initiatives in Plan Melbourne include the following:
Plan Melbourne: Initiative 3.1.5 – Support walking and cycling in central Melbourne
Strategic cycling corridors will provide separated priority routes into and around the Central City that support high
volumes of cyclists of all abilities... The ultimate network will provide a high-quality connected cycling and walking
network for the expanded Central City with additional east-west and north-south connections.
Plan Melbourne: Initiative 3.4.2 – Create a network of high-quality cycling links
VicRoads has identified bicycle priority routes, which include routes targeted for greater separation from other vehicles.
These routes focus on key destinations and will be expanded to include National Employment Clusters and Metropolitan
Activity Centres.
Plan Melbourne: Initiative 4.3.1 – Implement design guidelines to promote walking and cycling neighbourhoods
Update the State Planning Policy Framework to support design guidelines that promote walking in new and existing
neighbourhoods. This should be done in consultation with groups that promote walking and healthy living.
26
National Cycling Strategy 2011-16
Implementation Report 2013
NSW Long Term Transport Master Plan,
Sydney’s Cycling Future & Sydney City Centre
Access Strategy
The NSW Long Term Transport Master Plan is a high-level strategic plan
for transport policy in NSW. A range of policy documents sit within
the framework outlined by this master plan including the Sydney City
Centre Access Strategy and Sydney’s Cycling Future.
Sydney’s Cycling Future links cycling to urban growth and looks to “focus on
better long-term planning that integrates land use and transport. Locating the
places that people want to travel to and from close to each other, and addressing
how individual land developments can contribute to a cycleway network are
essential to achieving this.”
In the report, Transport for NSW outlines an intention to “work with the
Department of Planning and Infrastructure to achieve these outcomes, ensuring
that land use planning and design supports a 10 kilometre bicycle catchment area
around new developments and urban renewal projects. The NSW Government
will work in partnership with developers to deliver bicycle networks to new
communities.”
The Sydney City Centre Access Strategy (SCCAS) focuses on the central Sydney
business district and considers all transport modes and their key networks (as
illustrated in the diagram to the right). The aim of the SCCAS is to balance
the needs of customers for each transport mode in order to deliver a more
integrated network that makes the best use of finite space in the Sydney city
centre.
Integration of transport modes in the
Sydney City Centre Access Strategy.
The NSW Government has prepared the above NSW Long Term Transport Master Plan (left) and a portfolio of strategies
that sit beneath the strategy such as Sydney’s Cycling Future (middle) and the Sydney City Centre Access Strategy (right).
National Cycling Strategy 2011-16
Implementation Report 2013
27
Photo courtesy of Western Australia’s
Department of Transport
Key Theme: 20-Minute Neighbourhoods
The concept of a “20-minute neighbourhood” has been
developed to address issues that arise as cities get larger
and travel distances increase. In poorly-designed housing
developments, large areas of residential housing can be
isolated from many of the products and services they require to
function. Schools and shopping centres are often designed to
be accessed primarily by motor vehicles and have few safe and
efficient means of access for pedestrians and bicycle users.
Walking, Riding
and Access to
Public Transport
This report examines the
distribution of major activity
centres across Sydney and
illustrates how the area within a
20 minute bike ride (or 5 kms) of
those centres connects much of
the Sydney metropolitan area.
The map to the right shows the
fairly continuous connection
between the major activity
centres. This suggests that a large
proportion of the metropolitan
population of Sydney could
benefit from investments within
these catchment areas, for
example by providing quality
off-road paths and improving
the safety of local roads and
footpaths.
28
National Cycling Strategy 2011-16
Implementation Report 2013
In contrast, neighbourhoods that are designed to ensure that
all residential property is located within a short distance (and
within 20 minutes travel by bike) of all essential products
and services tend to encourage walking and cycling. A key
to increasing active travel in the community is achieving
“20-minute meighbourhoods” that make cycling the most
efficient choice for most trips.
Sydney’s
Cycling Future
After the high level framework
for transport was defined in the
NSW Long Term Transport Master
Plan, the next task was to deliver
mode-specific strategies to deal
with the challenges of each mode
of transport in more detail. The
cycling component of this task
was delivered when Transport
for New South Wales released
Sydney’s Cycling Future in 2013.
The overarching goal of Sydney’s
Cycling Future is to “make cycling
a safe, convenient and enjoyable
transport option for short trips.
Our target is to increase the mode
share of cycling in the Sydney
metropolitan region for short
trips that can be an easy 20 to 30
minute ride.”
Transport for New South Wales
plans to build cycle routes
outwards from the major centres
that tend to attract people
travelling a short distance. In the
short to medium term, bike networks
will be built within five kilometres of
major centres and public transport
interchanges.
In the longer term, a connected network
of cycleways will be built to provide
access to centres from a 10 kilometre
catchment.
Plan Melbourne
The State Government of Victoria
released Plan Melbourne in 2013
to “guide Melbourne’s housing,
commercial and industrial
development through to 2050”.
A key part of the vision of Plan
Melbourne is “the creation of a city
of 20-minute neighbourhoods. The
20-minute neighbourhood is about
‘living locally’. It is about the way we
plan and develop areas at the local
level so that people can access a
range of local services and facilities,
ideally within 20 minutes of home.”
National Cycling Strategy 2011-16
Implementation Report 2013
29
Photo courtesy of Western Australia’s
Department of Transport
Key Theme: The Health Crisis and the Role of Active Travel
Sedentary behaviour contributes to the development of
obesity and weight issues which are responsible for a range of
serious non-communicable diseases such as cardiovascular
diseases (heart disease and stroke), diabetes, musuloskeletal
disorders and some cancers (endometrial, breast and colon)*.
Active travel is an excellent way to build activity into daily
life and has the potential to improve the health of a huge
proportion of the population.
Towards Zero Growth:
Healthy Weight Action Plan
This ACT Government action plan “establishes local action to build on the
work of the National Partnership Agreement on Preventive Health, the work
of clinicians and nongovernment bodies, and on the many ACT programs
already in place under our Healthy Weight Initiative. It will take the healthy
weight agenda beyond the Health portfolio and improve coordination across
government. Our goal is to use all arms of government to make the healthy
choice the easy choice.”
Many of the actions under the plan relate to active travel and cycling as
illustrated below:
Workplaces: “Create new incentives for ACT workers and/or
workplaces to participate in physical activity or active travel.”
Workplaces: “Update requirements for new commercial buildings
to contain facilities which encourage physical activity and improve access to
these facilities for existing buildings.”
Urban Planning: “Promote and prioritise active travel through the
implementation of the Transport for Canberra plan and master planning
processes.”
Urban Planning: “Create car parking and other incentives which encourage
active travel (walk/cycle/bus) and discourage private transport for entire
journeys into town centres.”
Evaluation: “Collect and evaluate usage and demand data about
walking and cycling infrastructure to guide actions that increase use.”
* World Health Organization: Obesity and overweight Fact sheet 311, March 2013.
30
National Cycling Strategy 2011-16
Implementation Report 2013
NSW Healthy
Eating and
Active Living Strategy
In 2013 the NSW Department of
Health released this report which has
a mission to “keep people healthy and
out of hospital”. One of the key targets
of the strategy is to: “More than double
the mode share of bicycle trips made in
the Greater Sydney region, at a local and
district level by 2016”.
The report highlights the importance
of the built environment and that,
“Perceptions of safety are also important.
Active transport is of special interest as it
is physical activity that can be built into
everyday living. A built environment that
provides easy, accessible connections
between buildings, walkways, cycle
paths and public transport nodes;
and transport infrastructures that link
residential, commercial, and business
areas, is important to support active
transport and physical activity”
Moving Australian 2030
Moving Australia 2030 and An Australian Vision for Active Transport
were produced by a collaboration of the following groups:
Australian Local Government Association
Bus Industry Confederation
Cycling Promotion Fund
National Heart Foundation of Australia
International Association of Public Transport
Moving Australia 2030 was published in 2013 and provides a
vision for an integrated and multi-modal transport system. The
report illustrates how Australia can provide a high quality of life for
Australians by improving the liveabiltiy and sustainability of Australian
cities and regions.
Walking and bicycling amenity and connectivity are a key part of the
vision which also includes a focus on transit-oriented development
and the development of world-class public transport systems and
improved freight networks.
The report sets the following goals for Australia’s 2030 transport
system: sustainability, prosperity, liveability and health.
An Australian Vision for Active Transport was published in 2010
and calls for a national approach to active transport to drive sharp
improvements in preventive health and physical activity; sustainable
and liveable urban communities; environment and carbon pollution
reduction; social inclusion; traffic congestion; and road safety.
National Cycling Strategy 2011-16
Implementation Report 2013
31
Photo courtesy of the Northern
Territory’s Department of Transport
Key Theme: Integration with Public Transport
By encouraging bicycle use, it is possible to increase the
catchment area of a transport interchange to over 10 times
the area covered by walking alone. This leverages existing
investment in public transport assets and enables more people
to access dense city centres using space-efficient and costeffective public transport solutions. Encouraging bicycle use
also has enormous public health benefits.
To encourage bicycle use, access to interchanges needs
to be facilitated through the provision of safe, efficient
and comfortable routes. Once the bicycle user arrives, it is
important that there are adequate facilties for the storage of
their bicycle and other equipment. Interchanges with high
volumes of bicycle users may require additional services such
as bicycle mechanics and change facilties.
Several jurisdictions in Australia are looking to capture the
benefits of multi-modal journeys by providing secure bicycle
parking at major transport interchanges. There are a number
of ways to provide bicycle parking, however secure bike cages
are becoming more and more popular due to their flexibility,
ease of use, ease of administration and safety. Access to these
cages is often provided through the same integrated ticketing
pass that is used on the train, bus etc.
Integrated Bicycle Parking
Parking facilities for motor vehicles at transport interchanges are
usually heavily subsidised by government who are keen to encourage
the use of public transport to decrease road congestion. While much
of the parking provided to motor vehicles is free and simple to use,
the use of secure bicycle parking has often required complicated
registration processes and the payment of additional fees.
The new generation of bicycle parking facilties allow users to gain
access easily and at minimal cost. In some cases, a refundable deposit
must be paid and in some cases a small yearly fee is paid (approx $10).
By making these systems easy to use and low in cost, there is a greater
incentive to replace car trips with bicycle trips.
Perth (SmartRider) and Adelaide (Metrocard) already offer bicycle
parking cages that utilise the same integrated ticketing as their public
transport system. Sydney (Opal) is currently rolling out a similar
system.
Melbourne, Brisbane and Canberra offer swipe card access to bicycle
parking cages, however, the swipe card does not provide access to
other transport services.
32
National Cycling Strategy 2011-16
Implementation Report 2013
Photo courtesy of Western Australia’s
Department of Transport
State and Territory Cycling Strategies
The National Cycling Strategy sets the goal that all states and
territories publish a cycling action plan as part of a holistic
commitment to cycling across the country. Key areas to
address in these plans include setting targets for an increase
in cycling participation, defining a concrete set of actions to
be undertaken to achieve these goals and integration of goals
across the state portfolios. This integrated planning should
occur, not only across transport agencies, but across other
important policy areas such as health, education and land use
planning. The table below provides an overview of the state
and territory bicycle action plans.
New South Wales
Victoria
Queensland
South Australia
Sydney’s Cycling Future
Victorian Cycling Strategy
This report was published in
December 2013 and builds on
the vision set out in the NSW
Long Term Transport Master
Plan which was released in
2012. It includes the objective
of integrating cycling across
portfolios but does not
set targets for increases in
participation that are in line
with national targets.
The Victorian Cycling Strategy:
Cycling into the Future 2013-23
was released in December 2012
and provides a high-level view
of how the Government will
encourage cycling over the next
10 years. The Victorian Cycling
Action Plan 2013 & 14 identifies
actions the Victorian Government
will take to support the Victorian
Cycling Strategy.
Queensland Cycle
Strategy 2011-21
Safety in Numbers,
A Cycling Strategy for
South Australia 2006-2010
Western Australian
Tasmania
Northern Territory
Australian Capital Territory
WA Bicycle Network Plan
Tasmanian Walking and
Cycling for Active Transport
Strategy
NT Connected and Safe
ACT Sustainable
Transport Plan
The Draft WA Bicycle Network
Plan was released for comment
in 2012. It included targets
consistent with the national
strategy, a road map to achieving
targets with actions, and a
commitment to integrate cycling
across portfolios.
The Tasmanian Strategy was
released in 2010. It does not
include targets consistent
with the national strategy. It
does include actions and a
commitment to integrate cycling
across portfolios.
The Queensland Cycle Strategy
was released in 2011. It includes
targets consistent with the
national strategy, a road map to
achieving targets with actions,
and a commitment to integrate
cycling across portfolios.
The 2012 Connected and Safe
summary provides an overview
of the Territory’s major cycle path
networks. It includes a high level
commitment to active transport
and actions to increase cycling,
however it does not include
targets consistent with national
targets.
National Cycling Strategy 2011-16
The South Australian Strategy
is currently under review.
The ACT Plan was released in
2004 and updated in 2012. It
includes a high level commitment
to active transport and increasing
cycling but it does not include
targets. It does include actions
and a commitment
to integrate cycling across
portfolios.
Implementation Report 2013
33
Safety
Photo courtesy of
the City of Sydney
Safety is an important consideration for all transport modes including
walking and cycling. While walking and cycling are relatively safe
forms of transport in isolation, the interaction of “vulnerable road
users” such as pedestrians and bicycle users with motor vehicles
needs to be carefully managed to ensure appropriate levels of safety
for all road users.
Australian road fatalities 2013
Providing an environment that “feels” safe to ride in is
critical to encouraging cycling participation and should
be one of the primary objectives of all cycling-related
policy. The cycling environment includes not only
bicycle infrastructure but also non-tangible factors
such as the attitudes and behaviour of other road
users.
Australian road fatalities 2013
Cyclist
50 fatalities
4%
Motorbike
211 fatalities
18%
Bicycle infrastructure should be designed to feel
comfortable and convenient. Feeling safe is an
important component of comfort and can be
improved through the physical separation of bicycle
facilities from motor vehicle traffic.
Driver
568 fatalities
48%
The attitudes and behaviours of road users contribute
significantly to actual safety as well as to the
perceived safety of riding a bicycle.
Pedestrian
154 fatalities
13%
Behaviour change campaigns aimed at improving
the safety of bicycle users need to be very carefully
examined to ensure that they do not communicate
that cycling is dangerous. The health benefits of
riding a bicycle far outweight any dangers presented
by accidents. Any intervention that aims to improve
safety but results in a reduction in cycling numbers has
negative outcomes for society and the individual.
Passenger
201 fatalities
17%
Source: Australian Road Deaths Database,
www.bitre.gov.au/statistics/safety/fatal_road_crash_database.aspx.
Australian bicycle fatalities 1989-2013
98
80
59
58
41
57
48
45
52
44
50
46
43
40
41
40
41
33
2013
34
2012
31
2010
2007
2006
2005
2004
2003
2002
2001
2000
1999
1998
1997
1996
1995
1994
1993
1992
1991
1990
1989
29
2011
26
2009
31
40
2008
34
Source: Australian Road Deaths Database, www.bitre.gov.au/statistics/safety/fatal_road_crash_database.aspx.
National Cycling Strategy 2011-16
Implementation Report 2013
35
Photo courtesy of Western Australia’s
Department of Transport
Key Theme: Increased Separation from Motor Vehicles
Infrastructure expenditure in 2013 focussed primarily on
building shared-use paths and fully-separated bicycle facilities.
This continues the evolution of bicycle planning towards
providing infrastructure that separates bicycles from motor
vehicles. This approach is being implemented not only to
separate bicycles from moving motor vehicles but also to
separate bicycles from parked motor vehicles. This recognises
the danger that parked motor vehicles (and their doors) pose
to bicycle users.
When the occupants of parked motor vehicles open doors
without due care, bicycle users have no time to take evasive
action and can be seriously injured or even killed, especially
if thrown into the path of moving vehicles. The increasing
use of separated bicycle facilities also recognises the strong
preference bicycle users have (especially “potential” bicycle
users) for facilities that are separated from motor vehicles.
Sydney’s Cycling Future
Sydney’s Cycling Future recognises that, in order to increase cycling
participation, we need to change the type, function and location of
bicycle infrastructure to align with customer requirements.
The report states that “Future investment will aim for separation of
bikes, vehicles and pedestrians wherever possible. Shared paths for bike
riders and pedestrians will only be used where there are no other options
and will be carefully designed to minimise conflict.”
The plan looks to achieve this goal by providing:
“Additional design options for separated cycleways on one or both
sides of the road, separate from both the footpath and traffic lanes”
“New infrastructure guidelines for local councils”
“Options for treatments where there are high numbers of bike riders
and pedestrians sharing the same path. Guidance may include path
width, level of separation and signs that advise speed”
“Provision for temporary cycleway treatments, to allow innovative
traffic management solutions to be piloted at low cost to councils
and others.”
36
National Cycling Strategy 2011-16
Implementation Report 2013
Victoria’s Cycling
into the Future
Cycling into the Future looks to
change the way road space is
managed to make the best use
of existing roads.
The SmartRoads approach
used in Victoria will support
cycling by allocating road space
and providing traffic signal
priority to bike riders where
appropriate. This will help
to reduce conflict between
cyclists and motorists.
Sydney City Centre Access Strategy
The Sydney City Centre
Access Strategy looks to
provide separated bicycle
lanes as can be seen in this
cross-section diagram of a
typical street layout.
Plan Melbourne
Plan Melbourne provides
options for the way road space
is allocated in highly contested
space. Public transport can be
prioritised by removing motor
vehicles from tram lanes.
While current road usage
often places bicycle users in a
dangerous position between
moving traffic and parked cars,
new road design practices
place bicycle lanes adjacent
to the curb. This approach
improves safety and provides
a more pleasant riding
experience.
National Cycling Strategy 2011-16
Implementation Report 2013
37
Photo courtesy of
the City of Sydney
Key Theme: Street Design and
Speed Aligned with Street Purpose
In 2012, the South Australian Government released the Streets for People:
Compendium for South Australian Practice. This guide provided “strategic policy
imperitives for increasing levels of cycling and walking in our community” and provided
a wealth of guidance, case studies and other resources to facilitiate the creation of
urban spaces that encourage active travel and liveable communities.
One of the issues identified in this report was the vulnerability of pedestrians and
bicycle users to injury in the event of a collision with a motor vehicle. Research has
shown that the probability of a pedestrian or cyclist being killed in a traffic accident
rapidly increases for accidents with vehicles travelling above 30 km/h.1
Collision-force and risk of fatality
diagram from the South Australian
Government’s Streets for People:
Compenium for South Australian
Practice.
At 30 kilometres per hour the likelihood of fatality is 5 per cent; at 40 kilometres per
hour it is 20 per cent; at 60 kilometres per hour it is 80 per cent; and at 70 kilometres
per hour it is more than 90 per cent likely to result in a fatality.2 Most pedestrians will
not survive being hit by a motor vehicle travelling at 50 kilometres per hour (which
is the standard speed limit for local access streets in Australia). The vulnerability
of pedestrians and cyclists is well-understood in many parts of Europe where the
standard speed limit for local access streets is 30 km/h.
1. J Archer, N Fotheringham, M Symmons, and B Corben. The Impact of Lowered Speed Limits in Urban and Metropolitan
Areas. Monash Univerity, Accident Research Centre, Victoria. 2008.
2. Austroads 2012, On road Cycling on Higher Speed Roads.
Sydney City Centre
Access Strategy
The Sydney City Centre Access Strategy states that
“A pedestrian is half as likely to be killed by a vehicle
travelling at 40 km/h than a vehicle travelling at 50 km/h”.
The strategy plans to establish 40 km/h high pedestrian
activity areas based on the location and severity of crashes
affecting pedestrians. The strategy will also consider the
structure of the street network and where it is important to
manage speeds at key traffic gateways.
38
National Cycling Strategy 2011-16
Implementation Report 2013
Plan Melbourne
Plan Melbourne identifies a key initiative of
“supporting walking and cycling in central
Melbourne” and plans to “implement the new
guidelines for 40 km/h pedestrian zones in areas
where there is a high risk to pedestrian safety.”
The plan also aims to “Make neighbourhoods
pedestrian-friendly” and will “Consider using
lower speed limits in mixed-use and residential
neighbourhoods in accordance with the new
guidelines for 40 km/h pedestrian zones.”
Walking, Riding and Access to Public Transport
The approach to designing local streets recommended in the Ministerial Statement “Walking, Riding and Access
to Public Transport” considers the purpose of the street as the primary determinant in deciding the prioritisation of
different user groups. Vulnerable road users (pedestrians and bicycle users) are given higher priority than all other
users in spaces that are designed for local access as shown in the diagram below.
The Ministerial Statement noted that:
The National Road Safety Strategy 2011–2020 recommends that, in metropolitan areas in particular, more speed
limits of 40 kilometres per hour or lower should be established. It recommends the development of new riskbased national speed limit guidelines for different road categories or functions.
Building on the above examples, consideration could be given to an urban road type hierarchy, clarifying that
different road types are designed and operated to prioritise different road users, depending on the purpose of the
road, and the volume and speed of traffic.
National Cycling Strategy 2011-16
Implementation Report 2013
39
Photo courtesy of
Parramatta City Council
Key Theme: Safe System Approach
The Safe System approach to road safety has been adopted
by all Australian state and territory road authorities. This
approach recognises that road users can make mistakes and
that road systems should be safe systems that are forgiving
and do not punish mistakes harshly.
The Safe System approach “is based on the principle that,
in the event of a crash, impact energies must remain below
the threshold likely to result in death or serious injury”*. This
is achieved by controlling four key factors that have the
potential to result in forces on road users that are above these
thresholds:
Safe roads and roadsides
Safe speeds
Safe road use
Safe vehicles
Austroads is currently working on a series of reports titled
“Improving the Performance of Safe System Infrastructure”. The
first report was delivered in 2013 and looked at traffic signals,
roundabouts and flexible barriers.
The report found that:
“the following crash types were more common at roundabouts:
adjacent direction (especially cyclists and then
motorcyclists)
off-path on straight (especially motorcyclists)
same direction for cyclists.
Further investigation could also cover:
greater separation and/or new design solutions for safe
inclusion of cyclists on local road roundabouts”
* OECD and International Transport Forum 2008, Towards Zero: Ambitious Road Safety
Targets and The Safe System Approach
40
National Cycling Strategy 2011-16
Implementation Report 2013
Photo courtesy of the Amy Gillett Foundation
Key Theme: Minimum Passing Distance
The Amy Gillett Foundation have developed a strong
campaign around the need for motor vehicles to pass bicycles
at a safe passing distance. This campaign has aimed to
raise driver awareness as well as galvanising support for the
adoption of a minimum passing distance into the Australian
Road Rules. The campaign uses the slogan “a metre matters”
to emphasise the importance of providing space to bicycle
users.
The campaign has raised awareness within government
and has seen some jurisdictions investigate the potential
benefits of introducing laws that mandate a minimum passing
distance. A 2013 parliamentary inquiry in Queensland titled “A
new direction for cycling in Queensland” has recommended
an immediate 2-year trial of minimum overtaking distance
legislation. The recommendation was for cyclists to be given:
This recommendation was endorsed by the Queensland
Transport Minister with a trial expected to begin in April 2014.
The Tasmanian Infrastructure Minister has endorsed the
a metre matters message and will seek to emulate the
Queensland legislative trial. Transport for NSW has funded a
state wide campaign, based on the a metre matters message
to educate drivers and riders alike on expected behaviours
when sharing the road.
Cycling Tasmania initiated a national petition which was
launched at the Australian Road Cycling Championships. The
petition is based on the “a metre matters” campaign and calls
upon the Federal Government to change the model Australian
Road Rules to mandate a minimum overtaking distance of one
metre when drivers pass bike riders on the road.
a lateral distance of not less than 1 metre if the applicable
speed limit does not exceed 60 km/h and
a lateral distance of not less than 1.5 metres if the
applicable speed limit exceeds 60 km/h.
Courtesy of the Amy Gillett Foundation
National Cycling Strategy 2011-16
Implementation Report 2013
41
Monitoring
& Evaluation
Photo courtesy
of Terry Leung
National Cycling Strategy 2011-16
Implementation Report 2013
It is important to monitor a range of metrics to gauge progress against
targets and to provide a basis on which to make decisions. The
primary target of the National Cycling Strategy 2011-2016 is to double
cycling participation and so collecting data on cycling participation is
an important part of the monitoring and evaluation process.
Australian Infrastructure Statistics Yearbook 2013
This report was delivered by the Bureau of Infrastructure, Transport and Regional
Economics in 2013. The report aims to provide “a single, comprehensive annual
source of infrastructure statistics for use by policymakers, industry leaders, transport
analysts and the wider Australian community.”
The report provides transport information such as transport infrastructure
investment, road investment, vehicle kilometres travelled (VKT), vehicle
ownership, and vehicle sales. Road investment is broken down into federal,
state and local government expenditure which provides a useful benchmark
with which to compare spending on bicycle-related projects.
A new direction for cycling in Queensland
This report was delivered by Queensland’s Transport, Housing and Local
Government Committee in 2013 and was designed to reduce cycling injuries
and fatalities; increase cycling participation and normalise cycling; increase
the acceptance of cyclists as legitimate road users; and provide increased
protection for all vulnerable road users.
The committee delivered a wide-ranging set of 68 recommendations
that included:
collect participation and safety data to improve decision-making.
improve protections to vulnerable road users under the road rules
(including a recommendation to introduce minimum passing distance
laws).
improve the convenience of bicyce use through changes to the road rules.
implement public awareness and education measures.
relax the mandatory helmet law under certain circumstances.
National Cycling Strategy 2011-16
Implementation Report 2013
43
Australian National Cycling Participation Survey
In order to monitor progress towards the National Cycling
Strategy goal of doubling cycling participation between 2011
and 2016, the Australian Bicycle Council carries out a biennial
survey called the Australian National Cycling Participation
Survey. The survey was first held in 2011, and in 2013 the survey
was held for a second time. The results confirm many of the
findings of the 2011 survey including:
recreational cycling was more than twice as popular as
transport cycling and has consistent participation across
all jurisdictions.
transport cycling levels in strong jurisdictions (NT and the
ACT) are more than double participation levels in weak
jurisdictions.
more males ride than females and the imbalance
becomes more pronounced with age.
bicycle ownership is strong with more than 50% of
households owning at least 1 bicycle.
The 2013 survey shows a slight overall decrease in cycling
participation which is a surprising result given the increasing
levels of cycling being measured on many inner-city cycle
routes. It seems that while cycling is becoming more popular in
dense urban areas, there is a general decrease in participation
which may be related to the general decrease in activity seen in
the wider population.
Cycling Participation in 2013
Percentage who cycled in the past week / month / year.
50%
46.5%
40%
41.3%
38.0%
38.0%
35.4%
10%
25.4%
24.0%
32.4%
22.2%
20.2%
16.4%
17.0%
NSW
Vic
Qld
34.2%
27.1%
23.7%
15.8%
37.4%
34.4%
31.7%
30%
20%
47.4%
23.9%
24.5%
18.2%
13.8%
24.6%
16.6%
13.0%
0%
SA
Last week
WA
Tas
Last month
NT
ACT
Australia
Last year
Cycling Participation in 2013 (compared to 2011
Percentage who cycled in the past week
15.8%
14.5%
16.4%
19.4%
17.0%
17.9%
13.8%
18.1%
18.2%
22.1%
13.0%
19.1%
23.9%
26.0%
24.5%
21.9%
16.6%
17.8%
NSW
Vic
Qld
SA
WA
Tas
NT
ACT
Australia
2011
Source: Australian National Cycling Participation Survey 2013
44
National Cycling Strategy 2011-16
Implementation Report 2013
2013
Cycling Participation for Recreation or Transport in 2013
Percentage who cycled in the past week / month / year.
Recreation
17.7%
13.7%
14.4%
5.0%
Vic
14.1%
11.5%
10.6%
9.5%
6.9%
5.3%
Qld
5.1%
3.8%
SA
3.0%
WA
Tas
Recreation
NT
ACT
Percentage who cycled in the past week.
11.65%
Vic
Qld
Recreation
13.27%
9.97%
SA
11.23%
WA
Australia
Transport
Cycling Participation for Recreation Only in 2013
11.46%
Transport
18.4%
14.3%
11.5%
Both
NT
Transport
14.95%
11.39%
10.07%
Tas
Rec.
&
Trans.
ACT
Australia
Cycling Participation for Transport Only in 2013
Percentage who cycled in the past week.
Transport
6.20%
6.03%
3.83%
2.75%
2.57%
2.90%
2.29%
1.48%
Vic
Qld
SA
WA
Tas
NT
ACT
Australia
Source: Australian National Cycling Participation Survey 2013
National Cycling Strategy 2011-16
Implementation Report 2013
45
Cycling Participation of Males vs Females
Percentage who cycled in the past week.
30%
28%
22%
21%
20%
22%
17%
12%
12%
19%
18%
19%
21%
14%
12%
12%
11%
9%
NSW
Vic
Qld
SA
WA
Males
Tas
NT
ACT
Australia
Females
Cycling Participation for Different Age Groups
Percentage who cycled in the past week.
44.4%
32.2%
2–9
10 – 17
10.6%
12.0%
18 – 29
30 – 49
6.2%
50 +
Cycling Participation for Different Age Groups and Genders
Percentage who cycled in the past week.
48.1%
40.5%
40.5%
24.7%
16.4%
14.0%
6.6%
2–9
10 – 17
18 – 29
Male
Source: Australian National Cycling Participation Survey 2013
46
National Cycling Strategy 2011-16
Implementation Report 2013
Female
7.7%
30 – 49
9.3%
3.4%
50 +
Cycling Participation for Metro vs Regional Areas
Percentage who cycled in the past week / month / year.
50%
13.2%
13.3%
9.70%
8.1%
9.1%
11.4%
24.40%
26.3%
Rode in last month
11.3%
Regional
Metro
WA
23.3%
8.2%
15.1%
Metro
10.1%
Regional
SA
24.3%
16.4%
Metro
13.3%
8.3%
9.1%
16.0%
Rode in last 7 days
14.7%
7.4%
Regional
Qld
13.1%
Metro
Vic
10.6%
6.0%
18.3%
Regional
15.8%
Metro
NSW
5.7%
7.8%
21.8%
Regional
14.5%
16.4%
Metro
9.7%
7.1%
0%
15.5%
10%
8.8%
20%
11.9%
6.7%
10.7%
13.0%
11.2%
13.1%
12.6%
14.7%
30%
15.0%
12.9%
40%
Regional
Metro
Tas
Regional
NT
ACT
Rode in last year
Bicycle Ownership in 2013
Number of bicycles per household.
100%
22%
14%
50%
15%
49%
24%
17%
16%
21%
19%
13%
15%
21%
17%
24%
23%
19%
14%
18%
42%
45%
49%
Vic
Qld
SA
39%
29%
16%
16%
46%
32%
17%
24%
18%
31%
33%
NT
ACT
0%
NSW
No bicycles
WA
1
2
Tas
3+
Source: Australian National Cycling Participation Survey 2013
National Cycling Strategy 2011-16
Implementation Report 2013
47
Guidance &
Best Practice
Photo courtesy of the
City of Sydney
The Australian Bicycle Council supports the development of nationallyconsistent guidance that enables stakeholders to use and share best
practice across jurisdictions. The focus is on providing consistency where
standardisation is beneficial or where economies of scale can be achieved
without impacting on the flexibility of states, territories and local councils.
The Austroads Guides provide the primary guidelines for the planning, design and construction of cycling facilities in Australia and
New Zealand. In 2012-13, Austroads and the Australian Bicycle Council embarked on an extensive review of the popular Cycling
Aspects of Austroads Guides. This guide provides a single reference that collects all cycling-related content from the full set of
Austroads Guides. The review has identified content from a number of Austroads guides that requires revision. These changes
will be incorporated in future updates to the Austroads Guides.
The Australian Bicycle Council has continued to deliver guidance through the provision of cycling resources on the Cycling Resource
Centre and through a free, monthly electronic newsletter.
In 2013 VicRoads published the
Shared path audit guidelines and
Cycle Notes 21: Widths of OffRoad Shared Use Paths. These
documents provide guidance on
shared path design and audit.
Issues that are addressed include:
correct selection of
path width
management of obstacles
and hazards
horizontal and vertical
alignment
surface condition and quality
intersections
National Cycling Strategy 2011-16
Implementation Report 2013
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National Guidelines for Transport Systems Management
The National Guidelines for Transport System Management (NGTSM) is published by Austroads and provides a standard for
guiding transport planning and the identification, assessment, appraisal and evaluation of proposed transport initiatives. Since
the NGTSM were last published in 2006, there has been a change in transport system management scope towards integrating
land-use planning and transport planning as well as incorporating active travel projects and non-infrastructure options.
A revision of the NGTSM is underway which will address these changes. The revised version of the NGTSM will provide
comprehensive guidelines for the appraisal of active travel projects and will:
improve the quality of appraisals.
standardise methodologies and parameters, which will facilitate consistent application across Australia.
provide an authoritative reference source.
make it easier and quicker to undertake and review appraisals.
give decision makers greater confidence in the results of appraisals.
Urban Cycling Infrastructure Design Resources
The Australian Bicycle Council and Austroads has contracted GTA Consultants to develop a set of case studies that
provide best-practice examples of urban cycling infrastructure. These examples are designed to assist practitioners
in delivering bicycle infrastructure that is safe, efficient, comfortable and cost-effective.
Case Study: The Bicentennial
Bikeway is a main community
link between western Brisbane
and the CBD. It is the busiest
Brisbane cycleway. The path
spans from Toowoomba to the
Botanical Gardens.
Case Study: The Swanston Street
cycleway is aligned adjacent to
the existing tram tracks and is
separated from the pedestrian
footpaths at the road edge. The
cyclepath is approximately 2.6
metres wide at tram stops with
a one metre buffer to the edge
of the tram stop platform. The
cycleway pavement is delineated
from pedestrian areas by changed
pavement and a yellow line
warning waiting pedestrians of
the edge of the cycleway.
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Low Cost Interventions to Encourage Cycling
The Australian Bicycle Council and Austroads has contracted Sustainable Transport Consultants to develop a set of
case studies that provide examples of low cost interventions to encourage cycling. These examples are designed to
assist practitioners in delivering solutions that are cost effective and that not only provide a basic amenity, but also
encourage bicycle use.
Case Study: On-road “bicycle
corrals” are a low-cost way of
providing bicycle parking where
space is limited. This corral was
installed beside Redfern train
station in Sydney and was quickly
doubled in size when demand
outstripped supply.
Case Study: Bicyce skills
courses can be provided to
people of all ages through a
variety of delivery options.
Public courses can be offered
that ask attendees to pay the
full cost of the tuition. However,
many groups such as schools,
employers and councils are
seeing the benefit of subsidising
or fully-funding courses in
order to encourage cycling
participation.
Level of Service Metric
The level of congestion experienced on a traffic network is often used to assess the effectiveness of that network, with
parameters such as time delay, saturation or environmental costs being used as a proxy for congestion. Austroads is reviewing
congestion management processes through a project that uses a new measure based around a Level of Service (LOS) approach.
This approach covers a wide range of transport users including bicycle users and uses a wide variety of measures such as road
safety, amenity, and accessibility.
It is intended that this approach will enable a better understanding of what the community considers to be an appropriate level
of customer service in managing the road network. In understanding this, road authorities will be better informed to implement
improvements to the management and operation of road networks that better-balance the competing demands for road space.
Key considerations for this project are as follows:
comparability of the LOS metric across transport modes.
sensitivity of the LOS metric to changes in network operation schemes.
useability of the LOS metric for guiding the network operation planning process, including target setting.
National Cycling Strategy 2011-16
Implementation Report 2013
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The Australian Bicycle Council coordinates the implementation of the
Australian National Cycling Strategy 2011 - 2016. The Council is supported
by Austroads and the Commonwealth Department of Infrastructure and
Regional Development.
Published 2014 © Austroads Ltd. 2014
Level 9, 287 Elizabeth Street, Sydney NSW 2000
Tel +61 2 9283 3389
www.bicyclecouncil.com.au