nsw - Jake Coppinger https://jakecoppinger.com Jake Coppinger's blog and portfolio. Tue, 18 Nov 2025 23:44:37 +0000 en-US hourly 1 https://wordpress.org/?v=6.8.5 https://jakecoppinger.com/wp-content/uploads/2024/07/cropped-closeup-headshot-jake-coppinger-2024-32x32.jpg nsw - Jake Coppinger https://jakecoppinger.com 32 32 List of pedestrian, cyclist and personal mobility device road deaths in NSW in 2025 https://jakecoppinger.com/2025/11/list-of-pedestrian-cyclist-and-personal-mobility-device-road-deaths-in-nsw-in-2025/ Tue, 11 Nov 2025 02:15:10 +0000 https://jakecoppinger.com/?p=2137 This page is a list of pedestrian, cyclist and personal mobility device road deaths across New South Wales (Australia) in 2025, sourced from NSW Police press releases and daily government statistics. It is not guaranteed to be complete or up to date; BITRE monthly bulletins should be referenced for complete statistics (though preliminary and subject to revision).

The post List of pedestrian, cyclist and personal mobility device road deaths in NSW in 2025 first appeared on Jake Coppinger.

]]> See also: “Why Won’t the Media Report Accurately on Road Deaths?” (2025-12-04)[1]

This page is a list of pedestrian, cyclist and personal mobility device road deaths across New South Wales (Australia) in 2025, sourced from NSW Police press releases and daily government statistics. It is not guaranteed to be complete or up to date; BITRE monthly bulletins should be referenced for complete statistics (though preliminary and subject to revision).[2]

Recently there have been several misleading media articles (in reputable sources) regarding these deaths in Australia.[3] Some have “inaccurately suggested that e-scooters and e-bikes played a significant part in the rise in pedestrian deaths”, when “the fatalities were in fact the riders of e-scooters” (ABC Correction[4]). Of the 205 pedestrian deaths recorded across Australia in the year ending 31 July 2025[5], WalkSydney is aware of two that are confirmed to have been caused by people using e-mobility devices.[3] Meanwhile, an article last weekend victim-blamed[6] people riding bicycles without helmets for their deaths[7], comparing this behaviour to smoking and suggesting we portray them like those who drive a car while drunk – no mention of an international perspective or the most important step in the hierarchy of risk control measures when discussing PPE: elimination of risk.[8][9] Motor vehicles cause the overwhelming majority of road deaths and serious injuries in Australia and internationally.[10][11][12][13][14][15]: 7 

The intention of this reference is to assist journalists, advocates and the wider public by providing a clear and concise list with links to police press releases and daily road fatality statistics. Currently, NSW Police press releases are deleted or disappear after some months, and daily road death statistics are also deleted daily. All urls have been saved to (or retrieved from) the Internet Archive, a non-profit, where possible. I believe a reference of this information is in the public interest. Unfortunately it is currently almost impossible for an individual to keep track of press releases of road deaths across all modes.

For the avoidance of any doubt, the intent of this page is not to highlight or blame individuals involved in crashes, but to highlight the prevalence of these crashes and their commonalities, and the need for systematic change to address this road safety ‘blind spot’.

If you have any concerns, feedback, corrections or additions, please contact me at jake@jakecoppinger.com. You can also make a pull request on the git repository (which contains the Wikitext source) to edit this page.

NSW Road Fatalities 12-month moving total, 2020 to 2025-11-10. Published in the Daily report on the NSW Centre for Road Safety website daily - this one will quickly become outdated.

Image: NSW Road Fatalities 12-month moving total, 2020 to 2025-11-10. Published in the Daily report on the NSW Centre for Road Safety website – this one will quickly become outdated.

Overview

The Transport for NSW 2026 Road Safety Action Plan has a target of 50% reduction in deaths and 30% reduction in serious injuries by 2030[16], reiterated as the first strategic pillar in the October 2025 Connecting NSW Strategy.[17]: 11  Eliminating road trauma is the number one priority listed in the Connecting NSW Strategy.[17]: 5  The NSW Government has just started a review of the Road Safety Action Plan.[a]

By 11 November 2025, pedestrian fatalities in New South Wales had increased by over 52% year-on-year[b] (compared to 5% for driver fatalities[c]) and pedal cyclist fatalities have tripled[d] (2025 prelim to 2024 final, 12-month period ending 11 November).[18] Pedestrian road deaths in Australia have risen nearly 50% in the last four years (to July 2025).[19] In the combined 384 pages of the 2024-2025 TfNSW Annual Report there was one sentence on road fatalities.[20][21]

More than 1100 pedestrians are struck by motor vehicles on NSW roads each year.[22] Speed management is embedded within all 3 themes of the National Road Safety Strategy 2021-30[23] (and is a pillar of Vision Zero[24]).

In December 2025 a federal proposal to reduce default speed limits on poor-quality country roads was released for public comment after consideration for 7 years.[25] A paper by the federal Office of Road Safety argued a reduction in default speed limits from 100km/h to 80km/h on unsignposted roads would save 123 lives and prevent 4,182 serious injuries per year[26]: 11  and save the economy $2.697 billion per year.[26]: 67  More than 150 experts sent an open letter to government supporting the speed limit proposal. Only 11 days after consultation concluded, with about 11,000 submissions, the proposal was scrapped by state and federal transport ministers. The proposal attracted opposition from farmers, truckers and rural residents who said it would decrease productivity and rob them of valuable time with their families.[25]

If you are struck by a car at 50km/h there is just a 10% chance you will survive. Your chance of survival increases to 60% if the car is travelling at 40km/h, and to 90% if struck at 30km/h.[15] Wales cut local speed limits to 20mph (~30km/h), with a reduction in casualties of 26%[27] on local roads – and over 100 Australian academics have called on Australia to allow the same.[28]

Switching 50km/h speed limits to 30km/h would protect cyclists while barely affecting commutes.[29][30] Transport for NSW does not permit local councils to independently reduce speed limits to safe speeds on any streets, including local residential, high streets or outside schools.[31][32] While requests have been made[33], I am not aware of any 30km/h request being approved since Manly in 2020.[34]

Kobi Shetty introduced an ambitious 30km/h bill in NSW Parliament on the 13th of November 2025, endorsed by the Royal Australasian College of Surgeons, the Australasian College of Road Safety, the Little Blue Dinosaur Foundation, Safe Streets to School, 30Please, Better Streets, Bicycle NSW, WalkSydney, Road Sense Australia and Doctors for the Environment Australia.[35][36][37] Some commentators have misrepresented[38] statistics of crashes in which speed ‘is considered a factor’[39][40] (ie. ‘speeding’[41]) with the impact of speeds on fatalities (speed is not “30% related to fatalities”), the statistics of pedestrian fatalities occuring on streets with 50km/h speed limits[42], and misrepresented the non-linear safety benefits of reducing speeds from 50km/h to 30km/h.[38] After previously supporting 30km/h to improve safety and increase economic activity,[43] Business Sydney now oppose safer speed limits on residential streets, claiming they would cause “red tape and confusion”.[44][45]

Messaging and infrastructure also encourages cars to take a dominant position on the road.[46][47] While Australian advertising campaigns market truck-like utility vehicles as weapons[48][49][50] there are cities around the world which have already systematically reduced road deaths to zero.[51][52]. There will never be a helmet strong enough[53][54] to protect you from a person armed (Thinkerbell’s word choice[50][55][e]) with a 2 tonne truck. Recent data from Manly shows giving people more time or opportunities to cross at traffic lights can reduce unsafe crossing by 34%[57][58], however I am not aware of plans for wide-area improvements like in 2018[59] (or open data on signals[60]).

The NSW Government wants walking and bike riding to be the preferred way to make short trips and a viable, safe and efficient option for longer trips.[61]

List of pedestrian, cyclist and personal mobility device road deaths in NSW in 2025

The following table includes media reports for fatalities of people walking, riding bicycles or using personal mobility devices, or as recorded in daily NSW Centre for Road Safety statistics. This table was last updated on 2025-12-19.

As of 2025-11-16, 51 pedestrians and 11 pedal cyclists were killed in the calendar year to midnight (up to and including November 16th).[62] It is not possible to ensure completeness as past NSW Police press releases are currently deleted or disappear after some months and daily road toll statistics are deleted daily. There appear to be some fatalities with a Police press release[63] which are not captured in the daily road toll statistics[64][65], perhaps due to being outside a surveyed road reserve.[f]

Date Pedestrian Fatalities Cyclist Fatalities Other (including e-scooters) References Notes / media reports
2025-01-08 1 – – – On 2025-01-06 a 34-year-old man driving a car struck an 87 year old man walking on Sherbrook Avenue, Hornsby. The man walking later died.[66][67][68]
2025-01-14 – 1 – – On 2025-01-14 a 23-year-old woman driving a car struck a 79-year-old woman[69] riding her bike on the Princes Highway at Waterfall. The 79-year-old woman later died.[70][71][72]
2025-01-17 1 – – – On 2025-01-17 a woman in her 50s driving a car struck a 54-year-old man walking at the Princes Highway, Nowra. The man later died.[73][74][75]
2025-01-18 1 – – – On 2025-01-18 a man driving a car struck a person walking, believed to be in their 50s, at Big River Way, Glenugie. The person walking died at the scene.[76][77]
2025-02-05 1 – – – On 2025-02-05 a 25-year-old driving a motor vehicle struck an 80-year-old man walking at John Street, Cabramatta West. The man walking later died.[78]
2025-02-06 1 – – – On 2025-02-06 a 19-year-old man driving a ute struck a man crossing the road at Boronia Road, Greenacre. The man walking died at the scene.[79][80]
2025-03-01 – – 1 – On 2025-02-28 a 44-year-old man driving a ute struck a 32-year-old woman riding an e-scooter at the intersection of Great Western Highway and Lee Street in Bowenfels (Lithgow). The woman riding the e-scooter died at the scene.[81][82]
2025-03-18 – 1 – – On 2025-03-18 a 68-year-old man driving a ute struck a 44-year-old man riding a bicycle at the Pacific Highway, Tuggerah. The man riding the bicycle later died.[83][84]
2025-03-19 1 – – – On 2025-03-19 a 77-year-old man driving a car struck an 80-year old man walking at Croudace Bay Road, Valentine (Lake Macquarie). The man walking later died.[85]
2025-03-27 1 – – – On 2025-03-27 a 37-year-old woman driving a car struck a 57-year-old man walking at Carlisle Avenue, Mount Druitt, who was carrying a one-year-old baby boy.[86] The man walking died at the scene. A short time later, a man believed to be the infant’s father arrived at a hospital carrying the child who was in a critical condition.[87][88]
2025-03-28 – 1 – – On 2025-03-28 a 37-year-old acting sergeant driving a NSW Police car struck a 48-year-old man riding an e-bike at Allen Street in Waterloo. The man riding the e-bike died at the scene.[89][90] A critical incident investigation was declared and a crime scene was established.[91][92] The police car appeared to have mounted the kerb and flattened a parking sign before crossing over a footpath.[93]
2025-04-28 1 – – – On 2025-04-28 a 34-year-old man was found dead on the roadside on Watkins Avenue in Griffith. Police stated he may have been walking to work.[94]
2025-04-14 1 – – – On 2025-04-13 a 28-year-old man driving a car struck a 40-year-old man walking at Shellharbour Road, Barrack Heights. The man walking died at the scene.[95]
2025-04-30 1 – – – On 2025-04-29 a 28-year-old man driving a car struck a 60-year-old woman walking at King Georges Rd in Blakehurst. The woman walking died at the scene.[96][97]
2025-05-11 1 – – – On 2025-05-11 a bus struck a man, believed to be in his 30s, walking at Edward Street (Sturt Highway) in Wagga Wagga. The man walking died at the scene.[98]
2025-05-17 – – 1 – On 2025-05-16 a 41-year-old man riding an e-scooter crashed onto the roadway at the intersection of Kanahooka Road and Brolga Street, Kanahooka, sustaining serious injuries, and was subsequently struck by a passing vehicle. He died at the scene.[99][100]
2025-05-23 1 – – – On 2025-05-22 a 36-year-old man driving a vehicle struck a 95-year-old man walking at Elizabeth Drive, Liverpool. The man walking later died.[101][102][103]
2025-06-05 1 – – – On 2025-06-03 a 75-year-old man driving a vehicle struck an 85-year-old man walking at Dee Why Parade, Dee Why, near Avon Road. The man walking later died.[104][105][106][107][108]
2025-06-05 2 – – – On 2025-06-05 a 54-year-old woman was allegedly struck by a ute on Macquarie Avenue, Penrith. The driver of the ute allegedly drove away without stopping. The woman walking died at the scene.[109][110]

On 2025-06-05 a man walking, believed to be in his 40s, was struck by a light rail carriage.[111][112] An inspector from the Surry Hills Police Area Command stated it appeared the man was trying to cross over the track between two carriages.[113]

2025-06-10 1 – – – On 2025-06-10 a 46-year-old man was struck by a car on Junction Road, Leumeah and later died. The Police were told a pedestrian was struck by a sedan while exiting another vehicle before the sedan left the scene. The alleged driver of the sedan was arrested.[114]
2025-06-17 1 – – – On 2025-06-16 a 70-year-old man walking was struck by a ute at the intersection of Belmont Road and Canterbury Road, Glenfield. The man walking later died in hospital. The person driving the ute allegedly failed to stop.[115]
2025-06-22 1 – – – On 2025-06-22 a 49-year-old man driving a ute struck a 98-year-old man walking at the intersection of Cessnock Road and Kilaben Street, Awaba, New South Wales. The man walking died at the scene.[116]
2025-06-24 1 – – – On 2025-06-24 a 60-year-old man driving a truck struck a 22-year-old man near Beresfield on the M1 motorway on Tuesday night. The man walking died at the scene.[117][118]
2025-07-06 1 – – – On 2025-07-06 a 60-year-old man was struck by a vehicle at Raftons Road, Bangalow. He died at the scene. The vehicle left the location prior to police arrival.[119] CCTV footage was released and police addressed the media on 2025-08-27 to appeal for information about the incident.[120][121][122] The fatality prompted Byron Shire Council to vote on a suite of safety measures for the location.[123]
2025-07-06 – 1 – – On 2025-07-06 a bus struck 58-year-old man Tim Miles riding his bicycle at Bradleys Head Road, Mosman. The man riding died at the scene.[124][125][126]
2025-07-13 1 – – – On 2025-07-12 a 26-year-old man driving a car struck a boy walking, believed to be in his late teens, at Davies Road, Padstow Heights. The boy walking died at the scene.[127][128] The man driving the car allegedly drove through a red light.[129]
2025-08-03 1 – – – On 2025-08-03 a 21-year-old man driving a car struck a man, believed to be in his 30s, at Medowie Road, Medowie. The man walking died at the scene.[130][131]
2025-08-05 1 – – – On 2025-08-05 a 73-year-old man struck a 91-year-old man and a 70-year-old woman walking at Sproule Street, Lakemba. The 91-year-old man was taken to hospital in a critical condition, and had died by 2025-08-09. The 70-year-old woman was taken to hospital with minor injuries.[132][133]
2025-08-12 1 – – – On 2025-08-11 a 51-year-old man[134] was struck by a car on Springwood Road, Yarramundi (about 10km south-west of Richmond). The man died at the scene. The vehicle driver failed to stop.[135][136] On 2025-11-10 a 39-year-old man was charged.[137]
2025-08-29 1 – – – On 2025-08-28 a 67-year-old man was struck by a car, which allegedly failed to stop, on Village Circuit, Gregory Hills. The man later died.[138][139]
2025-09-04 1 – – – On 2025-09-03 a 24-year-old man driving a car struck a 60-year-old woman walking at Taber Place, Bradbury. The woman walking later died.[140] A later NSW Press Release appears to contain an error on which day the incident occurred.[141]
2025-09-06 1 – – – On 2025-09-06 a 46-year-old man driving a car struck a man, believed to be in his 40s, at M1 Princes Highway, Croom, about 8km west of Shellharbour. The man walking died at the scene.[142][143]
2025-09-15 1 – – – On 2025-09-15 a 35-year-old driver of a vehicle struck a 5-year-old child and a five-month old infant girl in a carpark outside Minto Mall. The baby died and the school-aged girl was in a serious condition.[144]
2025-09-22 1 – – – On 2025-09-22 a 19-year-old man driving a car struck a 60-year-old man at Peter Brock Drive, Oran Park. The man walking died at the scene. It was alleged the man who died was inspecting a car which had just been hit by another car.[145][146]
2025-09-26 – 1 – – On 2025-09-26 a 66-year-old man driving a street sweeper truck collided with a man riding a bike, believed to be in his 70s, at the intersection of Boonah street, Noorebah Avenue and Kooba Street, Griffith. The man riding the bicycle died at the scene.[147][148]
2025-09-30 1 – – – On 2025-09-29 a 57-year-old man driving a SUV struck a 66-year-old woman riding a bicycle at Barnstaple Road, Five Dock. The woman cycling later died.[149]
2025-10-01 – 1 – – On 2025-09-30 a 46-year-old man fell from an e-bike on Sandringham Street, Sans Souci. He later died.[150]
2025-10-09 1 – – – On 2025-10-08 a 19-year-old woman driving an SUV struck an 84-year-old woman walking at Park Road, Auburn. The woman walking later died.[151]
2025-10-11 – 1 – – On 2025-10-10, police were told a 63-year-old woman was riding a bicycle down a steep hill and crashed. The woman died at the scene.[152]
2025-10-22 1 – – – On 2025-10-22, a 65-year-old man was struck by an “E-bike” on Settlers Walk, near Greenmeadows Crescent, Toongabbie. The man later died. The rider allegedly left the scene following the crash. Following inquiries, the alleged rider (a 45-year-old man) was arrested, and “has since been released without charge pending further inquiries”.[153] Settlers Walk is a shared path.[154][155] The legality of the e-bike or type (eg. legal/shared/illegal electric motorbike) has not been published.
2025-10-28 1 – – [64][65] (no change in pedestrian fatalities [f]) On 2025-10-28 police were told a 55-year-old woman walking was struck by a four-wheel drive at a showground on Coldstream Street, Ulmarra – about 15km north of Grafton. The woman walking died at the scene. A 50-year-old man was arrested and charged.[63][156] The woman who died was walking her dogs prior to the incident and was a former police officer.[157]
2025‑10‑29 1 0 0 [65][158] On 2025-10-29 a 38-year-old woman driving a van struck a man walking, believed to be aged in his 70s, at the intersection of Ewingsdale Road and Banksia Drive, Byron Bay. The man walking later died in hospital.[159][160]
2025‑10‑30 1 0 0 [158][161] On 2025-10-30 a 42-year-old man driving a ute struck a 5-year-old girl riding a scooter on the footpath outside her school at Clower Avenue, Rouse Hill. The girl later died.[162][163][164]
2025-11-02 1 0 0 [161][165] On 2025-10-31 a 67-year-old woman driving a car struck a 76-year-old woman at a home at Dry Dock Road, Tweed Heads. The woman walking died on 2025-11-01.[166]
2025-11-06 1 0 0 [167][168] On 2025-11-06, a man driving a material transfer vehicle struck a 45-year-old man on a construction site on New England Highway, Tarro. The man standing died at the scene.[169][170]
2025-11-10 2 0 0 [168][171] On 2025-11-09 a 27-year-old man driving a car struck an 80-year-old woman walking at Durham Street, Mount Druitt. The woman walking died a short time later.[172]
2025-11-11 1 1 0 [171][18] On 2025-11-11 a 33-year-old man driving a truck allegedly struck a 50-year-old man walking at the intersection of Copeland Street and Elizabeth Drive, Liverpool. The man walking died at the scene.[173]

On 2025-11-08, a 51-year-old man and a 54-year-old man, who were riding bicycles in a group, collided at Kangaloon Road, East Kangaloon, about 4km northeast of Robertson. The 51-year-old man suffered minor injuries and a possible concussion. On 2025-11-11, police were notified that the 54-year-old man had died.[174]

2025-11-12 1 0 0 [18][175] On 2025-11-10 a 63-year-old man driving a school bus struck 87-year-old man Tony Pesce walking at the intersection of Kingsway and Miranda Road, Miranda. The man walking was taken to hospital in a serious condition. Police were informed on 2025-11-12 that the man walking had died.[176][177]
2025-11-16 2[g] 0 0 [175][62] On 2025-11-13, Police were told a 91-year-old man driving a car struck a 92-year-old man walking at St Johns Avenue, Gordon. The 92-year-old man walking was taken to hospital in a serious condition. On 2025-11-14 Police were informed the 92-year old man had died.[178]

On 2025-11-14, Police will allege a 19-year-old man driving a BMW struck a Kia Carnival driven by a 48-year-old man, which then struck a 33-year-old woman walking at the entrance of the Hornsby railway station carpark[179] on George Street, Hornsby. The woman walking was 8 months pregnant and was taken to hospital in a critical condition. The woman walking, and her unborn child, died in hospital.[180][181][182]

On 2025-11-16 a 23-year-old man was found unresponsive on the side of Old Kurrajong Road at Richmond. The man died at the scene. Inquiries indicate the man was struck by an vehicle that failed to stop after the crash.[183][184][185]

2025-11-18 1 (missing 2025-11-17 – 1 fatality over 2 days) 0 0 [62][186]
2025-11-20 (1 fatality over 2 days) 0 0 [186](archive.org outage)[187]
2025-11-26 1 0 0 [188](missing data – 1 fatality over 2 days)[189]
2025-11-30 1 0 0 [190][191]
2025-12-02 -1[h] 1 0 [192][193] On 2025-12-02 a 28-year-old man driving a garbage truck struck[194][195][i] a man in his 30s riding an e-bike at Little Regent Street and Broadway, Ultimo. The man riding the e-bike died at the scene.[196][197][198][199]

Full summary (critique) of media reporting on this death was published under the title “Why Won’t the Media Report Accurately on Road Deaths?”[1]

2025-12-09 1 0 0 [200][201] On 2025-12-09 a 25-year-old man driving a Toyota ute struck a one-year-old girl on the property of a home at Lloyd George Grove, Tanilba Bay. The toddler was taken to hospital in a critical condition where she later died.[202]
2025-12-15 1 0[j] 0 [203][204][j] On 2025-12-14 a person driving a Toyota FJ Cruiser struck a 42-year-old man riding a bicycle at the intersection of the Pacific Highway and Awabakal Drive, Nords Wharf in Lake Macquarie. The man riding the bicycle was taken to hospital in a critical condition and died on 2025-12-15. The driver of the car failed to stop after the crash and left the scene.[205]
2025-12-18 0 1 0 [206][k][207]

List of pedestrians, cyclists and personal mobility devices road injuries in NSW in 2025

Incidents with NSW Police press releases

This list was last updated on 2025-12-19. It is not possible to ensure completeness as past NSW Police press releases are currently deleted or disappear after some months.

  • 2025-02-18: On 2025-02-18 a 35-year-old woman driving an SUV struck a 10-year-old boy at North Liverpool Road, Mount Pritchard. The boy was taken to hospital in a critical condition.[208][209]
  • 2025-02-24: On 2025-02-24 a car struck a 63-year-old man riding a bicycle at the intersection of Sackville Street and Hamilton Road, Fairfield. The car left the scene following the crash. A 69-year-old woman was later arrested. The man riding the bicycle was taken to hospital in a critical condition.[210][211]
  • 2025-04-14: A woman standing was hospitalised, and a man driving was killed, while the man was parking their car near the boat ramp at Manns Point in Greenwich. The car struck the woman and then entered the water.[212][213]
  • 2025-04-23: On 2025-04-23 a person driving a grey 2012 Ford Falcon struck a 28-year-old woman at the traffic lights at Barrenjoey Road, Mona Vale, near Park Street. The woman walking was taken to hospital in a serious condition.[214]
  • 2025-05-04: A woman, believed to be in her 20s, was struck by a car at Maxwells Avenue, Ashcroft. The car had left the scene. The woman was taken to hospital in a critical condition.[215][216]
  • 2025-06-01: On 2025-06-01 a 34-year-old man driving a truck struck a 40-year-old man riding a bicycle at the intersection of Bourke Street and Rainford Street, Surry Hills. The man riding the bicycle was taken to hospital in a critical condition.[217][218]
  • 2025-07-01: On 2025-07-01 a 45-year-old man driving a car struck a 58-year-old man walking at Cabramatta Road, Mount Pritchard. The man walking was found unconscious and was taken to hospital in a critical condition.[219][220]
  • 2025-07-14: A person riding an e-bike was struck by a car at the intersection of Clinton and Dalton Streets, Orange. A 19-year-old woman was arrested and a car from the same location was seized for investigation.[221][222] The man riding the e-bike was taken to Orange Base Hospital in a serious but stable condition and has since been released.[223]
  • 2025-07-14: A 29-year-old woman walking was struck by a car at the intersection of Woodville Road and Kirrang Avenue, Villawood. She was taken to hospital in a critical condition. Police were informed “that the woman was allegedly on a pedestrian crossing facing a green walk signal when she was struck by a blue Hyundai hatch back that had proceeded through a red traffic control signal.” The driver allegedly failed to stop. A 34-year-old man was later arrested.[224]
  • 2025-07-19: On 2025-07-19 a 33-year-old man driving a car struck a 86-year-old man walking at Botany Road, Botany. The man walking was taken to hospital in a critical condition.[225][226]
  • 2025-07-25: Police charged that on 2025-07-25 a 39-year-old male constable struck a 55-year-old woman walking in a carpark in Dubbo before driving from the scene.[227]
  • 2025-08-07: On 2025-08-07 a 32-year-old man driving a car struck a 29-year-old man walking. Police were told the vehicle was allegedly performing burnouts. The man walking was taken to hospital in a critical condition.[228][229]
  • 2025-09-03: On 2025-09-03 a 24-year-old man driving a car struck a women, believed to be in her 60s, at Taber Place, Bradbury. The woman walking was taken to hospital in a critical condition.[230][231]
  • 2025-09-06: On 2025-09-06 police were told 37-year-old man driving a car crashed into another vehicle before continuing into a fence at Bourke Street, Dubbo, and then collided with an 87-year-old and 85-year-old woman. The 87-year-old pedestrian was found laying on the road with serious internal injuries and a hand injury. The 85-year-old woman had suffered a head injury. Both people walking were taken to hospital in a stable condition.[232][233][234]
  • 2025-09-25: On 2025-09-25 a 56-year-old man driving a car struck a 61-year-old man crossing Victoria Road, Rozelle. The man walking was taken to hospital in a stable condition.[235][236]
  • 2025-10-28: A 36-year-old man driving an A-Double truck struck a 12-year-old boy riding a bicycle at King Street, Warrawong.[237] ABC News reported that the truck was a B-Double and the boy was treated for injuries to his head, hand and pelvis before being airlifted to a hospital.[238]
  • 2025-10-22: A 26-year-old woman riding an e-bike crashed into a stationary caravan on Cowper Street, Carrington. She was taken to hospital with life-threatening injuries.[239]
  • 2025-11-05: On 2025-11-05 a 59-year-old woman driving an SUV struck a 24-year-old woman and a 47-year-old man on the footpath outside the entrance of Concord Hospital on Hospital Road, Concord. They were both seriously injured. They were both employees of Concord Hospital.[240]
  • 2025-11-06: On 2025-11-06 police received reports of a car striking a 53-year-old male walking at the intersection of Endeavour Place and Solander Street, North Albury. The man walking suffered serious injuries to his leg and was taken to hospital. The car allegedly left the scene. On 2025-12-17 a 24-year-old man was arrested in Victoria on unrelated matters, extradicted to NSW on 2025-12-18 and changed with relevant offences.[241]
  • 2025-11-07: On 2025-11-07, two people in their 20s or 30s driving an SUV and a sedan car crashed at the intersection of Bungaribee Road and Lock Street, Blacktown. One car mounted the kerb and struck three people standing. All three people standing were believed to be in their 20s and 30s. All people who were standing are in a critical condition.[242][243] On 2025-11-12, one of the car drivers was arrested and charged.[244]
  • 2025-11-12: On 2025-11-12, police were told that a woman allegedly drove her car at a 14-year-old boy riding an e-bike at Elsdon Street, Redhead (Lake Macquarie). The 14-year-old boy jumped from the bike to avoid the impact, however the e-bike was dragged for approximately 30 metres and extensively damaged. The boy sustained minor lacerations and bruising. The woman driving the car allegedly left the scene, and was later arrested.[245]
  • 2025-11-14: On 2025-11-14, a young person riding a moped struck a 3-year-old girl on a footpath at Popondetta Rd, Dharruk. At the time the child was in company with a 31-year-old woman who was uninjured. The young person riding the moped continued without stopping. The child was taken to hospital and treated for minor injuries. The moped was allegedly found abandoned at a reserve near Luxford Avenue, Whalan, and a 13-year-old boy was arrested nearby.[246]
  • 2025-11-15: On 2025-11-15 a 27-year-old man[247] driving a car at the Walcha showground on Derby Street crashed through a fence and hit a mobile grandstand, striking a crowd of people. The driver may have been unconscious.[248] Thirteen people were injured. Police reported that one was injured critically and one man sustained serious injuries. 11 people were taken to hospital.[249][250]. The Guardian reported two people were in a critical condition and six had serious injuries.[251]
  • 2025-11-16: Police were told on 2025-11-16 that men (56-year-old, 39-year-old and a teenage boy (15-year-old) become involved with an argument with the driver of a ute at Lakes Way at Darawank, 10 km from Forster. Police will allege that after the ute driver deliberately rammed the sedan, the two men in the sedan got out and the driver of the ute drove over them. Both the adult men who were run over were taken to hospital and as of 2025-11-17 are in a serious but stable condition. The 15-year-old boy was treated for facial injuries.[252]
  • 2025-12-01: On 2025-12-01 a person driving a vehicle struck a 10-year-old boy riding an e-scooter at Broughton Street and Stanley Street, Concord. Police were informed the boy was on a crossing at this location.[253]
    • At the junction of Broughton Street and Stanley Street there is a raised zebra crossing, and a (segregated) cycleway crossing next to it (OSM Map, Google Street View). Cycling or scooting across a bike lane crossing (ie. a green painted crossing) without dismounting (walking) is legal.
    • The Burwood Policy Area Command used the post announcing the crash to remind “the public to exercise caution when using e-scooters and to ensure they are operated safely and legally”, to “obey road rules, and avoid high-risk areas”.[253]
    • A new raised pedestrian and cyclist crossing was constructed on Broughton Street in early 2024.[254]
  • 2025-12-04: On 2025-12-04 a man, in his 20s, driving a truck struck a man in his 50s riding an e-bike at Barrenjoey Road, Mona Vale. The man riding the e-bike was taken to hospital in a critical condition.[255] “multiple Triple Zero (000) calls were made to report a man riding an e-bike had been hit by a four-tonne (4t) delivery truck”[256]
  • 2025-12-08: On 2025-12-08 a man driving a 48-year-old man was involved in a “minor crash” with two 15-year-old boys riding e-bikes at the intersection of New South Head Road and Newcastle Street, Rose Bay. All parties then allegedly became involved in a physical altercation where a number of bystanders intervened. NSW Ambulance paramedics treated the driver at the scene before he was taken to hospital for minor head injuries. One of the boys has been charged with destroy or damage property and common assault.[257]
    • Further details of the crash are unclear. The Sydney Morning Herald reported “Police were called to Rose Bay following reports two 15-year-old boys on bikes had crashed into a car driven by a 48-year-old man, sparking a physical altercation with bystanders.”[258] Contradictory eyewitness accounts were published on an OnScene Bondi Community News Group post. One claimed “Near Parisi the car driver did not give the 1 meter distance from the bikes which lead to arguments with one of the two boys. The driver tried to run over one of the boys and he did even reverse into the bike which led to retaliation by the older boy”.[259]
  • 2025-12-09: On 2025-12-09 a man driving a ute (believed to be in his 20s) struck a man (believed to be in his 40s) riding a bicycle at the intersection of Ramsgate Road and The Promenade, Sans Souci. The man riding the bicycle was treated for serious injuries before being taken to hospital in a critical condition.[260]
  • 2025-12-10: On 2025-12-10 a 17-year-old boy driving a ute struck a 86-year-old man at Pioneer Drive, Blackbutt (Shellharbour). The man walking was struck while crossing a driveway, and was taken to hospital in a critical condition.[261]

Incidents reported in the media

Note: This section is not complete or up to date, and it is impossible to ensure completeness. Some geographical areas may be over-represented due to availability of local media reports in the absence of press releases. It is less complete than the above lists – Transport for NSW states that more than 1100 pedestrians are struck by motor vehicles on NSW roads each year.[22]

  • 2025-01-27: On 2025-01-27 a person driving a car struck a 15-year-old boy at North Steyne, Manly, at The Corso. The person driving the car allegedly left the scene without stopping. The boy was taken to hospital in a stable condition.[262]
  • 2025-03-27: On 2025-03-27 a teenage boy riding an e-bike, who appeared to be around 15-years-old, struck a 7-year-old girl at Bungan Street, Mona Vale. Bystanders said the boy had been riding through the arcade between Bungan Street and Akuna Lane. The girl was taken to hospital in a stable condition.[263]
  • 2025-03-31: On 2025-03-31 a young female driving a black 2012 Mercedes sedan struck a 62-year-old woman at Pittwater Road, Collaroy, between Ramsay and Frazer Streets. The woman had been sent flying by the collision and was found unconscious on the road. The woman remained with the Intensive Care crew for transport to hospital in a stable condition. There are no pedestrian crossings on Pittwater Road between Collaroy Street, Collaroy, and Mactier Street, Narrabeen, and it is common for people to cross the six lane road using the median strip as a pedestrian island.[264]
  • 2025-07-11: On 2025-07-11 a person driving a car struck a 6-year-old boy riding an e-scooter at Musgrove Crescent in Doonside. The boy riding the scooter was taken to hospital in a serious condition.[265]
  • 2025-10-03: On 2025-10-03 a 28-year-old man driving a motorcycle struck a 53-year-old man crossing the road at Condamine Street, Manly Vale, near Koorala Street. The man walking was in a critical condition and placed into an induced coma. The man driving the motorcycle had minor injuries.[266]
  • 2025-11-03: On 2025-11-03 a person driving a car struck a man in his 80s walking at the intersection of Pittwater Road and Mitchell Road, Brookvale. NSW Police and NSW Ambulance attended. After assessment by paramedics he was taken to hospital in a stable condition.[267]
  • 2025-09-15: On 2025-09-15 a 20-year-old male riding a bicycle downhill struck a roadside barrier and was knocked unconscious near West Head lookout at Ku-ring-gai Chase National Park. The man was taken to hospital in a serious but stable condition. There is no indication a motor vehicle was involved.[268]
  • 2025-09-15: On 2025-09-15 a person driving a car struck a person walking near Yerin Bridge, Springfield. The person walking was taken to hospital.[269]
  • 2025-10-17: On 2025-10-17 an 81-year-old man driving a car struck a 14-year-old girl and a 16-year-old girl walking at Main Street, Lithgow. Both girls were taken to hospital. One girl was transferred via helicopter from a local hospital to Westmead Children’s Hospital.[270][271]
  • 2025-11-06: On 2025-11-06, a person driving a car struck a 34-year-old man at Kite Street, outside Factory Espresso, Orange. The man walking was pinned against a wall and was taken to hospital in a serious but stable condition.[272]
  • 2025-11-14: On 2025-11-14, a person driving a car struck a 10-year-old boy riding a bicycle at Avalon Parade, Avalon Beach. The person driving was reversing out of a driveway. The boy was taken to hospital in a stable condition.[273]
  • 2025-11-14: On 2025-11-14 a person driving a motorbike struck a 4-year-old girl walking at Popondetta Road in Dharruk. Officers allege a young person on the trail bike continued riding without stopping. The girl was taken to hospital.[274]
  • 2025-11-15: On 2025-11-15 a person driving a vehicle struck at woman, in their 50s, walking at Ferguson Street, Forestville. The woman walking was assessed by paramedics for possible hip and spinal injuries, and taken to hospital in a stable condition. NSW Police and NSW Ambulance attended.[275]
  • 2025-11-16: On 2025-11-16 a 35-year-old man riding an e-bike struck a 25-year-old person walking at Flood St in Bondi. The woman walking was taken to hospital in a serious but stable condition.[276]
  • 2025-12-10: On 2025-12-10 at 19:04:58, a person riding a motorbike was recorded allegedly pushing Daas Jabbour off his bicycle while he was riding on the M7 cycleway (an off-road bike path) at Rooty Hill. Daas stated one motorbike rider filmed while a second motorbike rider used his leg to push him off his bike, and footage of him in hospital is shown. 7 News reported 3 other cyclists reported being attacked on the same night, one of which suffered serious injuries.[277]
  • 2025-12-13: On 2025-12-13 a 78-year-old person driving a car crashed into a busy Vietnamese restaurant in Campbelltown. A 45-year-old woman walking past was struck. Eyewitness accounts describe the woman being face down and unable to move, and was taken to hospital with minor injuries. No people were dining in the car’s path when it crashed through the restaurant.[278]

NSW Centre for Road Safety Statistics

Eligibility of fatalities reporting in daily statistics

Fatalities are removed from daily NSW Centre for Road Safety statistics[279] if subsequent police or coronial investigation shows that they did not fall within National reporting guidelines. Fatalities are added from a crash occurring prior to the day’s date where a person subsequently dies within 30 days or the crash is reported late. Fatalities are deaths which occurred within 30 days of a crash as a result of injuries received in the crash. The crash must have occurred within the surveyed road reserve.[161]: 1 

Daily publication of statistics

Daily road fatality statistics are deleted daily. Updates are published in the morning and afternoon. Morning statistics documents are one page long.[280] Additional information about the change in fatalities across all modes, such as road user class, age group, gender and urbanisation (metropolitan vs regional) is included in documents published in the afternoon.[161]: 5 

Publication of Police press releases

As of November 2025, NSW Police press releases are deleted or disappear after some months, and return “Oops, we appear to be experiencing technical difficulties”.[70][74][77][101] NSW Police press releases are republished by other news organisations. For example, Mirage News articles republishing these press releases include a link to the original press release, and where NSW Police press releases are still available, the body text is identical.[156][63]

Language

It is my goal to use accurate, factually correct and appropriate language in this page. I have followed Australian and international road safety communication guidelines.[281][282][283][284][285][286] Any corrections or suggestions on language are much appreciated.

Use of the term ‘road toll’

‘Road toll’ is a legacy term. While the term is still sometimes used, most agencies instead using the phase “road deaths”[10], “road fatalities”[284][287], or “road trauma”.[288] The problem with talking about ‘road toll’ is that “it implies that road trauma is an acceptable cost of having roads.”[289] Journalists[290][291][292] and media reporting guidelines suggest not using the term.[284]

Use of the term ‘jaywalking’

The term ‘jaywalking’ has plenty of historical, derogatory and racial baggage. The term jaywalk “is not a historically neutral—one”. In the 1920s, the term “jaywalking” was created by the auto industry to shift blame for pedestrian deaths from cars to the pedestrians themselves.[293][294][295][296][297][298][299][300][301] Originally an insult against bumptious “jays” from the country who ineptly gamboled on city sidewalks, it was taken up by a coalition of pro-automobile interests in the 1920s.[293][298] In 1915, when New York City’s police commissioner Arthur Woods sought to apply the word “jaywalker” to anyone who crossed the street at mid-block, the New York Times protested, calling it “highly opprobrious” and “a truly shocking name.”[302]: 15 [303][304]

The term “jaywalking” is an American term used for when pedestrians illegally cross the road at places other than intersections and zebra crossing, which is not illegal in NSW or Australia[305] (for the exact details of the rules, see part 14 of the NSW road rules). “Jaywalking” is not a legal term in NSW[306] or Australia.[307] Victoria Walks have stated “No-one in Australia should use the word ‘jaywalking.'”[308]

Australian writers should describe the specific pedestrian offence defined in the NSW Road Rules[309][310] if possible, or use perhaps use the term ‘crossing against the light’[307][311][312][313][314][315] or ‘illegal pedestrian crossing’.[316] Other terms in use are ‘unsafe crossing’[317][318]: 200 [319] and ‘unsafe crossing behaviour’.[320][318]: 60 [321][322]

Footnotes

  1. ↑ Personal correspondence
  2. ↑ 38 deaths in 12 months to 2024-11-11 to 58 deaths in 12 months to 2025-11-11
  3. ↑ 158 to 166 deaths
  4. ↑ 4 to 12 deaths
  5. ↑ I appreciate that Little Black Book at least replaced “arms” with “gives” in their republication of Thinkerbell’s press release[56]. Language is important, and advertising agencies know this better than anyone.
  6. ↑ 6.0 6.1 6.2 The daily report states “The crash must have occurred within the surveyed road reserve” to be included in daily statistics. BITRE monthly bulletins state “…a death is classified as resulting from a road crash if the crash occurred on a public road…”
  7. ↑ This doesn’t appear to include all three fatalities in police reports over the weekend
  8. ↑ Note that Preliminary pedestrian fatalities changed from 55 to 54. See the Preliminary Data heading in either document for why this occurs.
  9. ↑ AAP News changed their wording from the rider “…slamming into a garbage truck…” to “An e-bike rider is dead after being hit by a garbage truck…” at 2025-12-02 13:14[195]
  10. ↑ 10.0 10.1 TfNSW daily stats show 1 pedestrian fatality and zero cyclist fatalities between 2025-12-12 and 2025-12-15 (inclusive), however Police were notified of cyclist fatality 2025-12-15 9:15. It is unclear why this fatality appears to be excluded from statistics.
  11. ↑ Note: pedal cyclist fatality statistic reduced from 12 on 2025-12-11[203] to 11 on 2025-12-18.[207] This may be due to the crash occurring outside a surveyed road reserve.[f]

References

  1. ↑ 1.0 1.1 Jake Coppinger (2025-12-04). “Why Won’t the Media Report Accurately on Road Deaths?”.
  2. ↑ “Road Deaths Australia—Monthly Bulletins”. Bureau of Infrastructure and Transport Research Economics. ISSN 1449-1168.
  3. ↑ 3.0 3.1 Jamie van Geldermalsen (2025-10-29). “The ABC is wrong about e-bikes (again)”. WalkSydney.
  4. ↑ “Pedestrian Deaths (correction)”. ABC News. 2025-08-27. Archived from the original on 2025-11-02.
  5. ↑ Bureau of Infrastructure and Transport Research Economics. “Road Deaths Australia – July 2025” (PDF). Commonwealth of Australia. p. 4. Archived (PDF) from the original on 2025-08-18. Retrieved 2025-11-02.
  6. ↑ Robert Lechte (2023-07-21). “Victim blaming has made cars the biggest killer of children in Australia”. Crikey. Archived from the original on 2025-07-29.
  7. ↑ Katrina Strickland (2025-11-08). “Use your head, cyclists – before it hits the pavement”. Sydney Morning Herald. Archived from the original on 2025-11-08. Note: This article includes a stock image from NYC where helmets are not mandatory while riding a bicycle (or while walking, or while driving a car).
  8. ↑ “Eliminating the hazard is the most effective way to manage risks”: SafeWork NSW. “Hierarchy of Risk Control Measures” (PDF). NSW Government.
  9. ↑ “You should always aim to eliminate risks, as this is the best way to manage risk. If you can’t eliminate risks, you must minimise risks so far as is reasonably practicable”: Safe Work Australia. “Identify, assess and control hazards – Managing risks”.
  10. ↑ 10.0 10.1 Bureau of Infrastructure and Transport Research Economics. “Monthly road deaths”. Commonwealth of Australia.
  11. ↑ “Annual trauma”. Bureau of Infrastructure and Transport Research Economics.
  12. ↑ “Road safety statistics 2023 in more detail, Figure 3: Collision matrix (all roads)”. European Commission. 2024. Archived from the original on 2025-11-07.
  13. ↑ Elias Visontay (2025-01-28). “Australia’s road toll hits 12-year high as pedestrian and cyclist fatalities rise”. The Guardian.
  14. ↑ Australian Institute of Health and Welfare. “Injury in Australia: Transport accidents”. Australian Government.
  15. ↑ 15.0 15.1 City of Sydney (2025-08-19). “Safe Speeds: The role of speed reduction and lower speed limits in reducing road trauma” (PDF). AITPM.
  16. ↑ “2026 Road Safety Action Plan – Toward zero trauma on NSW roads” (PDF). Transport for NSW. Archived (PDF) from the original on 2025-11-03. Retrieved 2025-11-02.
  17. ↑ 17.0 17.1 Transport for NSW (October 2025). “Connecting NSW Strategy – Priorities for Transport” (PDF). New South Wales Government. Archived (PDF) from the original on 2025-11-01. Retrieved 2025-11-02.
  18. ↑ 18.0 18.1 18.2 “Road Fatalities for NSW up to and including Tuesday, 11 November 2025” (PDF). Transport for NSW. 2025-11-12. Archived from the original (PDF) on 2025-11-12. Additional archives: 2025-11-12.
  19. ↑ Sela Musa (2025-08-21). “Pedestrian road deaths in Australia rise by 50% in 4 years”. Zag Daily.
  20. ↑ “Road fatalities and serious injuries have continued to trend upwards.”
    “Transport for NSW Annual Report 2024–25 Volume 1” (PDF). Transport for NSW. 2025-11-21. p. 42.
  21. ↑ “Transport for NSW Annual Report 2024–25 Volume 2” (PDF). Transport for NSW. 2025-11-21.
  22. ↑ 22.0 22.1 “Pedestrians”. Transport for NSW. Archived from the original on 2025-10-07.
  23. ↑ “National Road Safety Strategy 2021-30” (PDF). Commonwealth of Australia. 2021. p. 1. Archived (PDF) from the original on 2025-06-26.
  24. ↑ National Road Safety Strategy. “Fact sheet: Vision Zero and the Safe System”. Commonwealth of Australia. Archived from the original on 2025-08-30.
  25. ↑ 25.0 25.1 Julie Power (2025-12-12). “It took years to come up with a plan to cut road deaths, and just 11 days to kill it”. Sydney Morning Herald.
  26. ↑ 26.0 26.1 “Consultation Regulatory Impact Analysis: Reducing default speed limits outside of builtup areas” (PDF). Australian Government Department of Infrastructure, Transport, Regional Development, Communications, Sport and the Arts. September 2025. Archived (PDF) from the original on 2025-11-13.
  27. ↑ Jennifer L. Kent (2024-08-30). “Lower speeds on local streets cut deaths and injuries by a quarter in Wales. Over 100 experts want Australia to do the same”. The Conversation. doi:10.64628/AA.ntnra7rt3.
  28. ↑ Dr Jennifer L. Kent, Prof. Marco Amati, Prof. Hannah Badland, Prof. Michael Bell, Prof. David Bissel, Prof. Matthew Burke, Prof. Graham Currie, Prof. Melanie Davern, Prof. Hussein Dia, Prof. Melody Ding, Prof. Jago Dodson, Prof. Rae Dufty-Jones, Prof. Stephen Greaves, Prof. Nicole Gurran, Prof. David Hensher, Prof. Taha Hossein Rashidi, Prof. Joe Hurley, Prof. Kurt Iveson, Prof. David Levinson, Prof. Sue McNeil, Prof. Jaime Miranda, Prof. John Nelson, Prof. John Newman, Prof. Alexander Paz, Prof. Christopher Pettit, Prof. Philayrath Phongsavan, Prof. Libby Porter, Prof. Carlo Prato, Prof. Jason Prior, Prof. Chris Rissel, Prof. Geoffrey Rose, Prof. Teresa Senserrick, Prof. Michael Small, Prof. Mark Stevenson, Prof. Susan Thompson, Prof. Zudo Zheng, Emeritus Prof. Michael Regan, Emeritus Prof. Barry Watson, Adjunct Prof. Judy Fleiter, Assoc. Prof. Tooran Alizadeh, Assoc. Prof. Phillippa Carnemolla, Assoc. Prof. Selby Coxon, Assoc. Prof. Alexa Delbosc, Assoc. Prof. Sarah Foster, Assoc. Prof. Adrienne Keane, Assoc. Prof. Crystal Legacy, Assoc. Prof. Nancy Marshall, Assoc. Prof. Robbie Napper, Assoc. Prof. Doina Olaru, Assoc. Prof. Mohsen Ramezani, Assoc. Prof. Deena Ridenour, Assoc. Prof. Paul Roberts, Assoc. Prof. Maeed Saberi, Assoc. Prof. Paul Tranter, Dr. Amanda Alderton, Dr. Courtney Babb, Dr. Maryam Bostanara, Dr. Jane Bryant, Dr. Caitlin Buckle, Dr. Linji Chen, Dr. Rebecca Clements, Dr. Chris De Gruyter, Dr. Kasun De Silva Wijayaratna, Dr. Chirag Deb, Dr. Andres Fielbaum, Dr. Elliot Fishman, Dr. Klaus Gebel, Dr. Milad Ghasrikhouzani, Dr. Catherine Gilbert, Dr. Hulya Gilbert, Dr. Giles Giles Thomson, Dr. Ori Gudes, Dr. Patrick Harris, Dr. Kristi Heesch, Dr. Elnaz Irannezhad, Dr. Afshin Jafari, Dr. Edward Jegasothy, Dr. Annette Kroen, Dr. Edgar Liu, Dr. Melanie Lowe, Dr. Miguel Loyola Borja, Dr. Xiao Ma, Dr. Sophia Maalsen, Dr. Erica McIntyre, Dr. Jamie McKenzie, Dr. Lara Mottee, Dr. Emily Moylan, Dr. Ali Najmi, Dr. Zahra Nasreen, Dr. Deepti Prasad, Dr. Lee Roberts, Dr. Rumana Sarker, Dr. Jan Scheurer, Dr. Chris Standen, Dr. John Stone, Dr. Chao Sun, Dr. Long Truong, Dr. Greta Wener, Dr. Ian Woodcock, Dr. Yuting Zhang, Mrs. Laya Hossein Rashidi, Ms. Laura Goh, Ms. Tracy Nau, Ms. Rebecca Weiner, Mr. Nathan Pittman (August 2024). “Australia’s transport and urban researchers call on government to reduce default road speeds” (PDF). The Conversation. Archived (PDF) from the original on 2024-11-21.
  29. ↑ Petra Stock (2025-10-15). “Switching 50km/h speed limits to 30km/h would protect cyclists while barely affecting commutes, research finds”. The Guardian.
  30. ↑ Afshin Jafari; Steve Pemberton; Sapan Tiwari; Tayebeh Saghapour; Nikhil Chand; Belen Zapata-Diomedi; Billie Giles-Corti (2025-08-29). “Modelling the impact of lower speed limits on residential streets for cyclist level of traffic stress and car travel time in Greater Melbourne”. Journal of Cycling and Micromobility Research. 6. doi:10.1016/j.jcmr.2025.100085.
  31. ↑ “NSW Speed Zoning Standard”. Transport for NSW. 2025-09-23. p. 4.
  32. ↑ David Barwell (2025-06-08). “Councils want power to slash speed limits to 40km/h”. Sydney Morning Herald. Archived from the original on 2025-06-08.
  33. ↑ Clover Moore (October 2025). “(Untitled post)”. LinkedIn.
  34. ↑ “Manly slows down”. Northern Beaches Advocate. 2020-06-18.
  35. ↑ “Road Legislation Amendment (Speed Limits) Bill 2025”. Parliament of New South Wales. Retrieved 2025-11-14.
  36. ↑ “Road Legislation Amendment (Speed Limits) Bill 2025 – First Print” (PDF).
  37. ↑ Kobi Shetty (2025-11-13). “Road Legislation Amendment (Speed Limits) Bill 2025 – Second Reading Speech”. Parliament of New South Wales.
  38. ↑ 38.0 38.1 Quotes spoken by Clinton Maynard from the talkback radio segment at 15:23pm on 2GB Sydney:
    • …Well we genuinely have a problem with the road toll going up year after year after years of going down. It doesn’t make a lot of sense because cars are safer than they’ve ever been. It can’t be the speed. Speed is 30% related to fatalities. But somebody’s still putting the foot down and contributing to that 30%…
    • …The road toll is going up. We know that. Stats show speed amounts for 30%, contributes to 30% of fatal accidents but fatigue is a big issue. Distraction is a factor. Are we going to ban fatigue? How’s that going to work? It’s not….
    • …Road safety experts will tell you that there’s a lot less chance of being seriously injured or killed when cars are traveling at 30 than 50 or 60. Sure, but there’s also less chance you’re going to be seriously injured if a car is traveling at 20 kilometers an hour or 10 kilometers an hour. You’ve got to draw the line somewhere. 30 is too low…
    • …It’s an absolutely bonkers idea cutting the speed limit to 30 and I cannot find any justification for it. Because sure it is going to be safer but it’s also going to be safer at 20 kilometers an hour so you’ve got to draw the line somewhere…
    Clinton Maynard (2025-11-14). “Sydney Now with Clinton Maynard – November 14th (13m5s / 15:23pm)”. OmnyStudio. “Sydney Now with Clinton Maynard (mp3)”. 2GB. 2025-11-14. Archived from the original on 2025-11-16.
  39. ↑ Excess and inappropriate speed are responsible for a high proportion of the mortality and morbidity that result from road crashes. In high-income countries, speed contributes to about 30% of deaths on the road, while in some low-income and middle-income countries, speed is estimated to be the main contributory factor in about half of all road crashes. “Road safety – Speed” (PDF). World Health Organization. 2004. p. 2. Archived from the original (PDF) on 2015-05-26.
  40. ↑ Brian Fildes (2020-03-22). “National Road Safety Strategy 2021-30 – have your say submission – Brian Fildes [SEC=OFFICIAL]” (PDF). Letter to Office of Road Safety. National Road Safety Strategy. Archived (PDF) from the original on 2025-03-30.
  41. ↑ Each year, speeding contributes to about 42% of road fatalities and 25% of serious injuries. Almost 128 lives are lost and 1050 people are seriously injured each year.“Speeding”. Transport for NSW. Archived from the original on 2025-04-30. Retrieved 2025-11-16.
  42. ↑ …The preliminary report on road fatalities in New South Wales for 2024 shows that 340 people lost their lives, and 51 of those deaths were vulnerable road users who were walking, cycling or scootering. Looking at the signposted speeds where these fatalities took place, 16 per cent were in 50 kilometres per hour zones. Kobi Shetty (2025-11-13). “Road Legislation Amendment (Speed Limits) Bill 2025 – Second Reading Speech”. Parliament of New South Wales.
  43. ↑ “It is time to make the speed limit 30km per hour for the whole street so that it becomes safe for cyclists and pedestrian alike. At 30 the amenity killing noise finally becomes acceptable for outdoor dining, public space activation and encourages people spurs economic activity by encouraging people to linger longer to enjoy what the Street has to offer.” “High time – the future of Oxford Street” (PDF). Business Sydney, Robertsday. November 2020. p. 12. Archived (PDF) from the original on 2024-07-05.
  44. ↑ Paul Nicolaou (2025-11-18). “(Untitled LinkedIn Post)”. LinkedIn. Archived from the original on 2025-11-30.
  45. ↑ Savannah Pocock (2025-11-25). “Sydney Business fears Greens MP Kobi Shetty’s reduced speed limit bill will halt the city”. Daily Telegraph. Archived from the original on 2025-11-25.
  46. ↑ Elias Visontay (2023-07-07). “Carmakers double spending on ads in Australia for SUVs and utes”. The Guardian.
  47. ↑ Julian O’Shea (2023-05-12). “Why is everyone buying truckzillas that are too big for our streets?”. Sydney Morning Herald. Archived from the original on 2025-07-27.
  48. ↑ Mostafa Rachwani; Anthony Segaert (2025-11-05). “Big car drivers ignore risks for comfort and space”. Sydney Morning Herald.
  49. ↑ Sara Stace (2025-11-03). “No Thanks to The Tanks”. Better Streets.
  50. ↑ 50.0 50.1 “The launch arms Australians and New Zealanders with a powerful vehicle”: ““BE MORE TANK” says GWM in Tank 500 Plug-in Hybrid launch”. Thinkerbell. Archived from the original on 2025-10-31.
  51. ↑ Aitor Hernández-Morales (2025-08-02). “Helsinki just went a full year without a single traffic death”. Politico. Archived from the original on 2025-09-13.
  52. ↑ Julie Power (2020-01-13). “Oslo cut road deaths to one in 2019. Can Sydney do the same?”. Sydney Morning Herald. Archived from the original on 2024-06-15.
  53. ↑ Tom Flood. “Enough”. Rovélo Creative.
  54. ↑ Tom Flood (2025-10-16). “(Untitled photo of Vision Zero Vancouver Billboard)”. Bluesky.
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  223. ↑ “Charges laid after e-bike rider seriously injured in crash – Orange”. NSW Police. 2025-10-30. Archived from the original on 2025-11-02. Retrieved 2025-11-02.
  224. ↑ “Man charged over hit-and-run – Villawood”. NSW Police. 2025-09-23. Archived from the original on 2025-11-02. Retrieved 2025-11-02.
  225. ↑ “Pedestrian Hit By Car In Sydney’s South”. NSW Police. 2025-07-19. [broken link]
  226. ↑ “Pedestrian Hit By Car In Sydney’s South”. Mirage News. 2025-07-19.
  227. ↑ “Officer charged after allegedly hitting pedestrian – Western Region”. NSW Police. 2025-12-19. Archived from the original on 2025-12-19.
  228. ↑ “Driver Charged After Pedestrian Injured in Mt Druitt”. NSW Police. 2025-08-23. [broken link]
  229. ↑ “Driver Charged After Pedestrian Injured in Mt Druitt”. Mirage News. 2025-08-23.
  230. ↑ “Pedestrian Seriously Injured – Bradbury”. NSW Police. 2025-09-03.[broken link]
  231. ↑ “Pedestrian Seriously Injured – Bradbury”. Mirage News. 2025-09-03.
  232. ↑ “Driver Charged After Pedestrian Hurt in Dubbo”. Mirage News. 2025-09-07.
  233. ↑ “Driver Charged After Pedestrian Hurt in Dubbo”. NSW Police. 2025-09-07. {{cite web}}: Unknown parameter |fix-attempted= ignored (help)
  234. ↑ Hayley Taylor (2025-09-07). “Pedestrians struck in separate NSW crashes on Dubbo footpath and M1 near Wollongong”. 7News. Retrieved 2025-12-19.
  235. ↑ “Pedestrian Struck by Taxi in Rozelle, Police Probe”. NSW Police. 2025-09-26. [broken link]
  236. ↑ “Pedestrian Struck by Taxi in Rozelle, Police Probe”. Mirage News. 2025-09-26.
  237. ↑ “Appeal for information following bicycle crash- South of Wollongong”. NSW Police. 2025-10-28. Archived from the original on 2025-11-03. Retrieved 2025-11-02.
  238. ↑ ABC Illawarra (2025-10-28). “Young cyclist collides with truck at Warrawong critical in hospital”. ABC News. Archived from the original on 2025-11-02. Retrieved 2025-11-02.
  239. ↑ “Investigation after man and woman seriously injured in separate traffic incidents – Newcastle”. NSW Police. 2025-10-23. Archived from the original on 2025-11-02. Retrieved 2025-11-02.
  240. ↑ “Two pedestrians seriously injured in crash – Concord”. NSW Police. 2025-11-05. Archived from the original on 2025-11-06.
  241. ↑ “Man charged following alleged hit and run in North Albury”. NSW Police. 2025-12-19. Archived from the original on 2025-12-19.
  242. ↑ “Three pedestrians critically injured – Blacktown”. NSW Police. 2025-11-07. Archived from the original on 2025-11-07.
  243. ↑ Yashee Sharma (2025-11-07). “Three tradies fight for life after being hit by car outside restaurant in Sydney’s west”. 9News. Archived from the original on 2025-11-07.
  244. ↑ “Driver charged after three pedestrians critically injured – Blacktown”. NSW Police. 2025-11-12. Archived from the original on 2025-11-15.
  245. ↑ “Woman charged after crash involving e-bike – Lake Macquarie”. NSW Police. 2025-11-13. Archived from the original on 2025-11-13.
  246. ↑ “Teenager charged after crash with young girl – Dharruk”. NSW Police. 2025-11-14. Archived from the original on 2025-11-15.
  247. ↑ “Spectators injured when car crashes into crowd at Walcha showground rally”. ABC News. 2025-11-16. Retrieved 2025-11-16.
  248. ↑ Josefine Ganko; Ben Cubby (2025-11-15). “‘He’s blacked out’: Demolition derby car ploughs into crowd at NSW show”. The Sydney Morning Herald. Retrieved 2025-11-16.
  249. ↑ “UPDATE: Thirteen injured, one critically, when speedway car crashes into crowd at Walcha”. NSW Police. 2025-11-16. Archived from the original on 2025-11-16.
  250. ↑ “Nine injured, one critically, when speedway car crashes into crowd at Walcha”. 2025-11-15. Archived from the original on 2025-11-16.
  251. ↑ Josh Taylor; AAP (2025-11-16). “Thirteen people injured after speedway car ploughs into grandstand during NSW demolition derby”. The Guardian. Archived from the original on 2025-11-16. Retrieved 2025-11-16.
  252. ↑ “Additional charges laid over alleged road-rage incident – Forster”. NSW Police. 2025-11-17.
  253. ↑ 253.0 253.1 Burwood Police Area Command (2025-12-07). “(Untitled Facebook Post)”. Facebook. Archived from the original on 2025-12-07.
  254. ↑ “The Cycleway Route – Concord to the Bay Run”. Canada Bay Council. 2025-12-07.
  255. ↑ “E-bike rider critically injured following crash – Mona Vale”. NSW Police. 2025-12-04. Archived from the original on 2025-12-04.
  256. ↑ “E-bike rider critically injured”. Northern Beaches Advocate. 2025-12-04. Archived from the original on 2025-12-04.
  257. ↑ “Teenager charged following alleged malicious damage, assault – Rose Bay”. NSW Police. 2025-12-09. Archived from the original on 2025-12-10.
  258. ↑ Emily Kaine (2025-12-10). “Teen faces court after eastern suburbs e-bike altercation”. Sydney Morning Herald. Retrieved 2025-12-10.
  259. ↑ Massimiliano Rodella (2025-12-09). “(Untitled Facebook comment, 2025-12-09 14:52)”. OnScene Bondi Community News Group (Facebook). Retrieved 2025-12-10.
  260. ↑ “Cyclist critical following serious crash – Sans Souci”. NSW Police. 2025-12-09. Archived from the original on 2025-12-10.
  261. ↑ “Appeal for information after elderly man critically injured in crash – Blackbutt”. NSW Police. 2025-12-11. Archived from the original on 2025-12-19. Retrieved 2025-12-19.
  262. ↑ “Hit-and-run at Manly Beach”. Northern Beaches Advocate. 2025-01-28. Archived from the original on 2025-01-28.
  263. ↑ “Girl knocked down by e-bike”. Northern Beaches Advocate. 2025-03-28. Archived from the original on 2025-03-28.
  264. ↑ “Pedestrian hit at Collaroy”. Northern Beaches Advocate. 2025-03-31. Archived from the original on 2025-03-31.
  265. ↑ Demi Huang (2025-07-11). “Young boy fighting for life after being hit by car while riding e-scooter”. 7News.
  266. ↑ “Pedestrian hit at Manly Vale”. 2025-10-04.
  267. ↑ “Pedestrian hit at Brookvale”. Northern Beaches Advocate. 2025-11-08.
  268. ↑ “Rider crashes into railing”. Northern Beaches Advocate. 2025-09-15.
  269. ↑ NSW Central Coast Incident Alerts, News & Information (2025-09-15). “PEDESTRIAN HIT Springfield”. Facebook. Retrieved 2025-12-01.
  270. ↑ Bradley Jurd; Rachel Chamberlain (2025-10-17). “New details: driver tested by police after two teenage girls hit by car”. Western Advocate. Retrieved 2025-12-01.
  271. ↑ Bathurst Scan. “(Untitled Facebook post)”. Facebook.
  272. ↑ Riley Krause (2025-11-06). “Police launch investigation after pedestrian hit by car and pinned against wall”. Central Western Daily. Archived from the original on 2025-11-06.
  273. ↑ “Public safety round-up”. Northern Beaches Advocate. 2025-11-15. Archived from the original on 2025-11-15.
  274. ↑ Emily Bennett (2025-11-14). “Four-year-old girl rushed to hospital after being hit by motorbike”. 9News. Archived from the original on 2025-11-30. Retrieved 2025-11-30.
  275. ↑ “Public safety round-up”. Northern Beaches Advocate. 2025-11-22.
  276. ↑ Freddy Pawle (2025-11-16). “Woman rushed to hospital with head injuries after being hit by e-bike in Bondi”. 7News.
  277. ↑ Clementine Cuneo (2025-12-14). “Motorbike gang terrorises Sydney cyclists”. 7News. Retrieved 2025-12-15.
  278. ↑ Brianna Jackson (2025-12-14). “Car crashes through Vietnamese restaurant after hitting woman at Campbelltown, Western Sydney”. 7News.
  279. ↑ “NSW Centre for Road Safety Statistics”. Transport for NSW.
  280. ↑ “Road Fatalities for NSW up to and including Thursday, 18 September 2025” (PDF). Transport for NSW. p. 1. Archived from the original (PDF) on 2025-09-18.
  281. ↑ “Using Appropriate Language in Road Safety Communication” (PDF). Australasian College Of Road Safety.
  282. ↑ Laura Laker. “Road Collision Reporting Guidelines”. Road Collision Reporting Guidelines, University of Westminster’s Active Travel Academy.
  283. ↑ Laura Laker. “What does the research tell us? Rationale for the Guidelines and references” (PDF). Road Collision Reporting Guidelines, University of Westminster’s Active Travel Academy.
  284. ↑ 284.0 284.1 284.2 “Media guidelines for reporting road traffic incidents” (PDF). Injury Matters. Injury Matters, Road Trauma Support WA. 2022. p. 6. Archived (PDF) from the original on 2024-06-26. Retrieved 2025-11-02.
  285. ↑ “10 guidelines for reporting road trauma”. Road Trauma Support Group NSW. 2025-11-04.
  286. ↑ “When covering car-cyclist collisions”. National Public Radio. 2023-09-07.
  287. ↑ “Latest weekly road fatality report”. Queensland Government.
  288. ↑ “Road Trauma Australia—Annual Summaries”. Bureau of Infrastructure and Transport Research Economics (BITRE). The Department of Infrastructure, Transport, Regional Development, Communications, Sport and the Arts (Australian Government). 23 September 2025. ISSN 2205-4235.
  289. ↑ “Lives Lost – Year to Date”. Transport Accident Commission. Victorian Government. Archived from the original on 2025-10-10. Retrieved 2025-11-01.
  290. ↑ Paul Daley (2023-12-23). “The ‘road toll’ is a benign term that sanitises the senseless waste of human life in Australia”. The Guardian. Archived from the original on 2024-05-29. Retrieved 2025-11-02.
  291. ↑ Cary Grant (2018-01-04). “Can we stop saying ‘road toll’?”. Stuff. Archived from the original on 2020-11-18. Retrieved 2025-11-02.
  292. ↑ …”But the nature of Australia’s road toll has changed a lot since we used to obsess over it 20 years ago, including the terminology — we call it “road deaths” now. Tolls are an unavoidable price of using roads, while we need to be more ambitious in fighting road deaths.”…
    Jason Murphy (2025-12-19). “Road deaths may be rising again after falling for years. Why?”. Crikey. Retrieved 2025-12-19.
  293. ↑ 293.0 293.1 Norton, Peter D. (2008). Fighting Traffic: The Dawn of the Motor Age in the American City. Inside Technology. MIT Press. p. 408. ISBN 978-0-262-28075-4. JSTOR j.ctt5hhckp.
  294. ↑ “Why Jaywalking is Called Jaywalking”. Merriam-Webster. 2025-04-28. Archived from the original on 2025-09-20.
  295. ↑ Brian Addison (2018-03-13). “The (Classist, Racist) History of Jaywalking”. Counterpunch. Archived from the original on 2025-07-27.
  296. ↑ Sarah Holder (2022-08-13). “Navigator: The Etymology of Jaywalking”. Bloomberg.
  297. ↑ Sarah Goodyear (2012-04-25). “The Invention of Jaywalking”. Bloomberg CityLab.
  298. ↑ 298.0 298.1 Tom Vanderbilt (2009-11-02). “In Defense of Jaywalking”. Slate.
  299. ↑ Aidan Lewis (2014-02-12). “Jaywalking: How the car industry outlawed crossing the road”. BBC.
  300. ↑ Joseph Stromberg (2015-01-15). “The forgotten history of how automakers invented the crime of “jaywalking”“. Slate.
  301. ↑ David Marr (2025-02-10). “Is it time to decriminalise jaywalking?”. ABC Radio National.
  302. ↑ Norton, Peter D. (2007-04-02). “Street Rivals: Jaywalking and the Invention of the Motor Age Street”. Project MUSE. Technology and Culture. 48 (2). Johns Hopkins University Press: 331–359. doi:10.1353/tech.2007.0085. S2CID 144015588. Retrieved 2021-05-27.
  303. ↑ “Middle-Block Crossing Is Defended”. New York Times. 1915-12-02. p. 10.
  304. ↑ “Crossing at the Corners”. New York Times. 1915-11-11. p. 12.
  305. ↑ Rudy Botha (2019-06-17). “Phone Zombies: Distracted walking or distracting discussion?”. WalkSydney.
  306. ↑ I am advised by the NSW Police Force that `jaywalking’ is not a specific legal term used in the Road Rules 2008. “5972 – Police and Emergency Services – JAYWALKING IN WOLLONGONG”. Parliament of New South Wales. 2014-08-06.
  307. ↑ 307.0 307.1 Melissa Compagnoni (2024-07-30). “Good reasons to observe the pedestrian road rules”. SBS News.
  308. ↑ Victoria Walks (2019-02-12). “(Untitled X / Twitter post)”. X. Archived from the original on 2025-11-19.
  309. ↑ “NSW Road Rules 2014 – Part 14 Rule 232 – Crossing a road at traffic lights”. NSW Legislation.
  310. ↑ “NSW Road Rules 2014 – Part 14 Rule 234 – Crossing a road on or near a crossing for pedestrians”. NSW Legislation.
  311. ↑ Eamonn Duff (2015-09-17). “Sydney pedestrian crackdown: more than 10,000 fined”. Sydney Morning Herald.
  312. ↑ Moylan, E; Ramezani, M; Kay, J; Levinson, D (September 2022). Interplay between intersection design, risky behaviours and pedestrian safety (PDF). Australasian Road Safety Conference. doi:10.33492/ARSC-2022. ISBN 9780648184850. Archived from the original (PDF) on 2024-10-28.
  313. ↑ Mr Bill Orme (2009-06-17). “INQUIRY INTO PEDESTRIAN SAFETY (MINISTERIAL REFERENCE) Walking Volunteers submission” (PDF). Parliament of New South Wales.
  314. ↑ “New campaign urges shoppers to cross with care”. Orange City Council. 2016-12-01.
  315. ↑ David Levinson (2018-03-06). “How much time is spent at traffic signals?”. Transportist.
  316. ↑ King MJ, Soole D, Ghafourian A (2009-05-01). “Illegal pedestrian crossing at signalised intersections: incidence and relative risk”. PubMed Central. doi:10.1016/j.aap.2009.01.008.
  317. ↑ “Safety around schools”. Transport for NSW. Archived from the original on 2023-10-01. Retrieved 2025-11-19.
  318. ↑ 318.0 318.1 “Pedestrian Bridge – across Dobroyd Parade at Waratah Street intersection” (PDF). Transport for NSW. Archived (PDF) from the original on 2025-08-13.
  319. ↑ “Intersection – Signalised Pedestrian crossings” (PDF). Department of Transport and Main Roads Queensland.
  320. ↑ Stefanova, Teodora; Burkhardt, Jean-Marie; Wullems, Christian; Freeman, James; Rakotonirainy, Andry; Delhomme, Patricia (2015). “Direct Observations of Pedestrian Unsafe Crossing at Urban Australian Level Crossing”. Urban Rail Transit. 1: 112–130. doi:10.1007/s40864-015-0022-9.
  321. ↑ Yang, J.; Gauli, N.; Shiwakoti, N.; Tay, R.; Deng, H.; Chen, J.; Nepal, B.; Li, J. (2025). “Examining the Factors Influencing Pedestrian Behaviour and Safety: A Review with a Focus on Culturally and Linguistically Diverse Communities” (PDF). Sustainability. 17 (13): 9. doi:10.3390/su17136007.
  322. ↑ Maziar Yazdani, Elnaz Irannezhad, Taha Rashidi (May 2023). “Desire Lines User Behaviour Research: Initial Scoping and Feasibility” (PDF). iMove Australia.

The post List of pedestrian, cyclist and personal mobility device road deaths in NSW in 2025 first appeared on Jake Coppinger.

]]> Green Lights More Often: The Secret 2018 Study of Sydney’s Traffic Signals https://jakecoppinger.com/2025/09/green-lights-more-often-the-secret-2018-study-of-sydneys-traffic-signals/ https://jakecoppinger.com/2025/09/green-lights-more-often-the-secret-2018-study-of-sydneys-traffic-signals/#comments Tue, 23 Sep 2025 14:38:28 +0000 https://jakecoppinger.com/?p=2079 On the 7th of January 2018, Transport for NSW (TfNSW) pulled off something extraordinary - and I personally paid $441 to obtain the previously secret reports documenting it.
With such impressive results, why doesn't TfNSW do it again?

The post Green Lights More Often: The Secret 2018 Study of Sydney’s Traffic Signals first appeared on Jake Coppinger.

]]> On the 7th of January 2018, Transport for NSW (TfNSW) pulled off something extraordinary – and I personally paid $441 to obtain the previously secret reports documenting it.

Overnight, traffic signals across the core of Sydney’s CBD were reprogrammed to show a green light more frequently – at least every 90 seconds. This reduced the maximum wait time by a full 20 seconds (from the previous maximum cycle time of 110 seconds) for every pedestrian, cyclist and motorist.

TfNSW studied traffic patterns for 3 months afterwards in unpublished daily qualitative observation reports, sent out traffic survey experts to walk laps of streets with a stopwatch, and record any bus delays…and those results were unbelievably positive for everybody – people walking, buses and vehicles:

  • People walking spent up to 40% less time waiting at traffic lights on average on some streets, and over 18% improvement on every measured street[1]: 1  (92% of trips within the Sydney city centre are on foot[2])
  • “Buses continued to operate normally”[3][4], on most streets they ran faster, and on one street they arrived an average of 3.6 minutes earlier [5][4]: 5  – so much faster bus drivers were unable to drive slow enough to meet the old timetable! (only one of the streets analysed had slower buses, with <50s avg. delay behind timetable)
  • Within only 8 weeks[4]: 4 , car traffic had apparently evaporated (traffic evaporation[6] is the opposite of induced demand, as per the Law of Peak-Hour Traffic Congestion (1962)[7][8]), the “Network worked well”[4]: 4  and “General traffic vehicle travel times were operating as normal with the exception of a couple locations in the CBD”[3].
  • “The project has been a success”[4].

With such impressive results and a successful permanent implementation for a subset of the CBD, why doesn’t TfNSW run more cycle time reduction trials? Why not for the whole inner city, as Clover Moore formally requested almost 7 years ago?[9] Why not on every high pedestrian activity area in NSW, including urban arterials?

The number of people being killed while walking is increasing. As of 2025-09-23, pedestrian fatalities are rising 27% year on year in NSW[10] (rising over three times faster than car driver fatalities). More people walking are killed in the City of Sydney than any other LGA in NSW[11]: 6 , but the council has no power to reduce speed limits or change signal operation.[11]: 19 

Despite clear evidence that shorter signal cycles reduce wait times and improve safety for pedestrians[12][13][14][15], and in their own words “Shorter wait times…could potentially reduce the risk of jaywalking and pedestrian crashes”[16][17], TfNSW has not expanded this successful program beyond the CBD in the City of Sydney. Along with the desperately needed reduction of urban state road speed limits to 40km/h[11]: 12 , why hasn’t TfNSW doubled down on this proven solution? Why isn’t TfNSW writing papers on pedestrian wait-time reduction, similar to the recent award winning study from Manchester by Josef Whitfield?[18]

Walkable and bikeable streets are good for business.[19] Improved access brings agglomeration productivity benefits: improving pedestrian connectivity and “prioritising pedestrian crossings” is action 4D of the Tech Central Economic Strategy (released this month).[20]

Improving life between buildings with walkable streets make dense neighbourhoods not just possible, but desirable. Our streets and public spaces determine whether dense development enhances or diminishes quality of life. Legacy traffic modelling recommended against pedestrianising George Street[21]: 34 , now perhaps Sydney’s greatest street.[22]

TfNSW’s Road User Space Allocation Policy states that temporal allocation should consider pedestrians before cars (and all other modes). This policy is mandatory[23] though only sometimes followed.[21] The Roads Act 1993 Review[24] should formalise the road user hierarchy into the objects and intent of the Act.[25][26][27][28][29] TfNSW could highlight the results of this project to show their international customers that the Sydney Coordinated Adaptive Traffic System (SCATS) system is able to be “policy responsive” (per their sales materials[30]).

We don’t need to wait another quarter-century to stop killing people walking on local streets – Oslo[31] (which typically uses even shorter cycle times of ~50 seconds[32]) and Helsinki[33] have already achieved zero pedestrian fatalities in one year, likely as a result of 30km/h urban speed limits, fewer cars, and shorter signal cycle times. If we want a different outcome we have to do something different – and these documents uncover just how great the change is.

The GIPA[a] 25T-1151 material suggests prioritising pedestrians can deliver measurable economic and safety benefits at minimal cost – and who doesn’t want to wait less at traffic lights?

Page 259 of the Statistical Reports

Image: Page 5 of the presentation

Fatalities 12-month moving total - 2020 to date

Image: NSW Fatalities 12-month moving total – 2020 to date (2025-09-23)

Overview

This analysis is a personal side-project. I initiated the information request on February 3rd 2025[34] and proceeded with the release at a personal cost of $441.

I am not a traffic engineer! If you have corrections, suggestions or constructive criticism I would greatly appreciate it. Feel free to drop a comment below or email me privately at jake@jakecoppinger.com. I have released all documents and code openly for further analysis, reproduction, and research (OCR / perceived congestion git repo, Observable visualisation notebook).

Live in Australia and want to improve your local streets? Run out of Not Just Bikes episodes to watch and want to learn how change actually happens? Join Better Streets! Drop me an email – I’ll invite you to the Slack (where the magic happens) and point you to the communities and individuals in your city/suburb to learn from and collaborate with. See their views, recommendations (and 114 business and community organisation partners so far) at https://www.betterstreets.org.au/coalition.

I worked for the past 5 years as a full-stack software engineer at Atlassian. I’m currently working on a commercial project with an organisation I’m very excited about – I’m looking forward to showcasing that work in the coming months.

I’m planning to build more commercial software in the walking / cycling / planning space. I’m pretty passionate about these fields if you didn’t gather from this blog post! See a summary of side projects I’ve worked on in the past ~5 years here.

Get in touch at jake@jakecoppinger.com or on Mastodon at @jakecoppinger@mastodon.social.

Subscribe to Jake’s blog

Email notifications of new blog posts are infrequent, brief, and plain text.

Maps

Map of Original CBD Signal Phasing Times

This map is dated 2017-11-29.[35]

Map of Original CBD Signal Phasing Times

Map of Revised CBD Signal Phasing Times

I previously published this map (CCO_604/005/05APR18) as a vector PDF[36] in “Shining a Light on the Traffic Signals of Sydney” (2023).[37]

Map of Revised CBD Signal Phasing Times

Analysis 1: How much shorter could traffic signals run through their cycles in Sydney’s CBD?

One of the documents in GIPA[a] 25T-1151 is an audit of traffic signal cycle times dated November 2017.[38] This document includes a Min. time column, which appears to be the minimum possible cycle time for each signal.

Minimum cycle times specify how low cycle times can be while ensuring a safe amount of time is provided to each phase. By design, SCATS increases signal cycle time to accommodate detected vehicle volumes, until the maximum cycle time is reached. The maximum cycle time is an arbitrary ceiling set in the SCATS software to limit worst case outcomes for pedestrians and cyclists. Maximum cycle times settings of traffic signals are a numerical representation of the prioritisation of different modes of transport.

A claim advocates often hear is that traffic signal cycle times are already as low as they can be. However, this document suggests otherwise.

This analysis of TfNSW data suggests over 85% of signal sites within the CBD study area have minimum cycle times less than sixty seconds, significantly lower than the current maximum cycle time of 90 seconds (excluding sites definitely changed since 2017). In other words, most signals in the Sydney CBD could show a green light more often. It suggests TfNSW could further reduce cycle times of signals in the Sydney CBD. There is no public data showing otherwise. TfNSW has refused[39] to publish timing data on signals for anywhere in NSW – “As previously advised, Transport for NSW does not publish the SCATS Signal Phasing data you requested and currently has no plans to make this information publicly available.” (Howard Collins, Coordinator-General TfNSW, 2025-08-25[40]).

All data in this section is from 7 years ago, but it’s more than the public has ever seen before. While specific charts imply which signals have likely changed or remain the same, the only way to understand how the current situation has changed is open data on traffic signals timing in NSW.

An early draft of this analysis was presented at the 2025 TransportCamp Sydney one-day ‘unconference’[41]. Thanks to all those who have provided feedback!

I was told at this conference by a TfNSW employee that one sensitivity of open signal data was the perceived risk of private bus operators initiating legal action in the case of missed on time running targets. If a valid risk, this is certainly a perverse outcome of private bus operator contracts. I hope the (positive) results showcasing that buses ran earlier addresses this concern. In any case, from first principles – if buses are provided with a dedicated lane and there are no split failures at signals for the bus lane (i.e. as long as there isn’t a line of 10 buses), more frequent green lights should benefit buses just like pedestrians. If a bus route often runs late, buses should be provided with a dedicated lane. Such changes only require paint and software tweaks, not concrete.

Methodology

Data meaning

Page 259 of the Statistical Reports Above is a screenshot of a subset of the source data.[38] : 259 

The minimum cycle time is not filled for all rows. These are likely outside the study area. We can’t calculate minimum cycle times by summing phase times if some are missing, however when all phase times are present, their sum equals the minimum cycle time specified. The value under “Available green time at” … “90” … “Cycle”, when subtracted from 90, equals the minimum cycle time specified (though note when intersections are double cycled).

Without intersection diagrams, it’s impossible to know which pedestrian phases run in parallel, and with which vehicle phases.. Note Victoria[42] and WA[43] publish such diagrams openly for every single signal, and Western Australian (WA) publishes actual (as run) phase timing for throughout the day in monthly GeoParquet data dumps[44], so the resultant cycle time (including min & max) can be estimated with a high degree of accuracy.

Data extraction

The tabular data in the GIPA result was not machine readable and not easily copied/exported into a structured spreadsheet for analysis. I have generated structured JSON data from this document [38]: 258–269  using LLM-powered OCR against a TypeScript interface. I have published the the code (and output) in a git repo – it may contain errors. PRs much appreciated!

Note there are some apparently incorrect dates in the daily report titles. On some documents it appears the day was updated but the month was not. See the README.md for details on this.

All JavaScript calculations for these charts are open, reproducible, and editable on the Observable notebook for your review or further analysis.[45]

See the appendix for Overpass Turbo queries utilised for this analysis.

Interpreted data

Results / graphs

This analysis suggests over 85% of signal sites have minimum cycle times less than sixty seconds, significantly lower than the current maximum cycle time of 90 seconds (excluding sites definitely changed since 2017).

This may have changed since, perhaps due to more protected phases which may increase minimum cycle times – but there is no open data, so it is impossible for the public to confirm.

Minimum cycle times for traffic signals in the Sydney CBD

Note: as discussed above, not all of these crossings are still present (see further charts guessing at which ones are no longer present).

Histogram of minimum signal cycle times in the Sydney CBD

What percentage of signals could run faster than 90 seconds?

This table shows what percentage of signals, of this potentially valid sample (i.e. signals in the study area, excluding George St, and excluding signals where TCS site IDs no longer exist in OSM), have a cycle time less than x seconds.


Map of minimum cycle times by status in the study area

Where have signals likely changed in design since the 2017 analysis?

How many signals in the study area could still be accurate?

There is currently no open dataset of post Nov-2017 signal timing data for the study area in the Sydney CBD, so we can not tell which signals have been physically redesigned or reprogrammed.

We can reasonably assume signals have likely been redesigned (but not confirm they haven’t been) when:

  • The TCS site number no longer exists (i.e. the TCS site no longer exists in OpenStreetMap)
  • the intersection is on George St, which has likely been changed as a result of the light rail

This chart visualises different signal groups. These groups attempt to infer which signal sites may still be present since the 2017 data. Of course, the only way to be sure of the current signal sites, their phasing and minimum duration – is to have more recent open data.

Key meaning:

  • “On George St, but still in OSM”: A signal that is located on George St, and TCS site ID matches an existing relation in OpenStreetMap (OSM) – i.e. The TCS site still exists, but we the intersection has likely been redesigned.
  • “Removed from OSM & on George St”: A signal that is located on George St, but the site ID is not in OSM – so likely has been removed (eg. completely removed signal sites)
  • “Site in OSM & not on George St”: TCS site present in OSM, signal not on George Street. This indicates the signal is likely to still be present. Elsewhere in this report “potentially still remaining” or similar terminology refers to this subset.
  • “Site removed from OSM, but not on George St”: TCS site id not in OSM, site not on George St. Signals have likely been removed.


Do mid-block / pedestrian only signals have a lower cycle time than intersections of two roads?

Yes – see the difference in distributions for pedestrian only intersections in the dataset.

Note there are still plenty of intersections of two roads with low minimum cycle times.

Which intersections have a minimum cycle time between 80 & 90 seconds?

Does the number of phases influence the minimum signal cycle time?

In theory, yes – more phases take more time to run.

How much available green time do signals have at 90s with current double cycling?

Note: This is a different distribution to the minimum cycle time chart, as an intersection that is currently double cycled will have a much smaller available green time than 90s minus the minimum cycle time.

Minimum cycle time for intersections to be double cycled

Double cycling means two pedestrian phases can be run in one cycle, reducing the pedestrian delay (think subdividing in musical terms).

Pedestrians are guaranteed to receive a green signal at least once per cycle for some of the Sydney CBD during daylight hours (automatic introduction), however this excludes specific state roads, the locations are which are publicly unknown.

Min time for double cycling is calculated using an unknown method and stored in the source document under DC Threshold (stored under the double_cycle_cycle_length_threshold key in this export).

Map of number of phases per signal

Map of “pedestrian sites” (eg. mid-block pedestrian crossings)

Analysis 2: Graphing qualitative congestion after CBD Cycle Time reductions

By week 8 (26 Feb – 2 Mar) of the signal cycle time reduction study, the only notes for the AM and PM peaks were that the “Network worked well”[4]: 4 . Every single prior week noted perceived (qualitative) traffic or congestion issues in both AM and PM peak periods. This suggests traffic evaporation, or the inverse of induced demand, occurred after 8 weeks.


This may be comparable to the duration following the opening of the Rozelle Interchange. A 2024-02-16 NSW Government press release[46] stated that “average travel time on Victoria Road between Lyons Road at Drummoyne and Anzac Bridge during the morning peak” had dropped from 62 minutes “the first week after Rozelle Interchange opened” (opening 2023-11-26, week after 2023-11-27 – 2023-12-01), to 30 minutes the week before this press release (2024-02-05 to 2024-02-09): a period of 10 weeks. Unfortunately the dashboard has since been hidden from public view – “Access denied” (HTTP 403) as opposed to “Page not found” (HTTP 404).

The difference between signal cycle times reductions and physical reallocation of road space is that cycle times are a continuous (and trivially revertable variable) rather than a (quite literally) set in concrete step function – and if SCATS has the technical software capability, could be changed slowly rather than as an immediate step function. Such adjustments are well known to software engineers as progressive rollouts as a technique to avoid disruption.

But can we graph this change in perceived congestion?

Method

Qualitative congestion data

Unfortunately, this analysis took place before connected-vehicle telematics data was more widely available. ITEM 2 DOC A[47]is titled “Traffic Volume” (same title in the Decision[48]), has a y-axis labelled “Traffic Volume” (seemingly a veh/hr scale), however it only includes data between 2018-01-08 and 2018-01-25 – it doesn’t include data before cycle times were changed. Traffic volumes in these graphs don’t visually appear to significantly increase or decrease, however less than one month of data was included. The source of traffic volume in this figure is unclear; I assume it is SCATS-derived (loop detector derived) volumes.

The only supplied material in the documents is daily qualitative observation reports, occasionally with photos from traffic cameras or Google Maps congestion colouring.

All input data is LLM OCRed (which may contain errors) of perceived qualitative perceived congestion. This is far from a rigorous analysis.

Scoring

To attempt to graph the change in perceived congestion through the trial from the daily qualitative observation reports, I wrote a simple function to map keywords to a score.

This code has been published as open-source. See the git repo and Observable notebook for futher reproduction, analysis and improvement.

The specific function for evaluating the score (as the critical code) is included in this blog post under the appendix heading below (as well as in the repo).

Results / graphs

AM+PM Summed Arbitrary Perceived Congestion values (daily)

AM+PM Summed Arbitrary Perceived Congestion values (weekly average)

AM, PM, AM+PM Summed Arbitrary Perceived Congestion values

Policy landscape and lack of transparency

2018 request to expand 90 second phasing

Eight months after the change, the City of Sydney Council unanimously resolved to ask the Roads Minister to expand “90 second signal phasing to the whole City of Sydney local government area”[2](motion by Philip Thalis, recent Australian Institute of Architects 2024 Gold Medallist). Clover Moore wrote to the Roads Minister (Melinda Pavey) to request a broader rollout on the 8th of November 2018[9] (as discussed in the media[49][16]), but the Sydney Morning Herald reported on the 19th that “A spokesman for Ms Pavey declined to comment, saying the minister’s office had not yet received the lord mayor’s letter.”[16] I am not aware of a reply to this letter or any TfNSW consideration of a broader rollout in the City of Sydney.

The 2018 Transport for NSW Road Safety Progress report (under the “Pedestrian safety” section) even counted “Six hundred Look Out Before you Step Out pavement vinyls were installed across Sydney”, but didn’t have a single mention of this signal timing change.[50]

I am not aware of an official record identifying other 90-second timing areas elsewhere in NSW. Advocates have been told of a few locations in meetings[51]: 2 , though validating this is impossible as data on signal timing is not published.[39] Advocates have resorted to crowdsourcing signal timing, spearheaded by yours truly.[52] Wouldn’t you like to know if intersections on your local high street, or next to your children’s school, or outside your nearest hospital, have been made safer – and if not, why?

Government policy states TfNSW must “document road user space trade-off decisions, providing evidence and reasons”, and to “adhere to these principles ahead of any guidance that seeks to protect or maintain private vehicle level of service.”[23] Signal timing data is not published in NSW. As discussed in my prior analyses, [53][54][37][55][39] access to traffic signal data is prohibitively expensive ($200 per intersection[56]), for seemingly no logical reason. Other states demonstrate that publishing phase/timing data openly is feasible (“There is nothing particularly tricky happening here”[51]: 3  – WA Network Operations Analysis Manager, personal correspondence, 2025-06-06)

Temporal allocation is too important to be hidden from the public, however the December 2023 implementation review of the Road User Space Allocation Policy noted that “…temporal considerations of road space allocation are rarely discussed in the road space allocation conversation.” Finding 4.11 a) was “Our current tools and processes focus on measuring vehicle movements, and benefits such as travel time savings and safety, making it difficult to fairly assess trade-offs”, and 4.11 b) was “There was a reported lack of maturity in tools to trade-off or quantify impacts of changes to road space allocation for non-car modes”[21]

Transparency and accountability are cornerstones of good governance. Without access to data, the public cannot learn whether outcomes are improving. This is government data – taxpayers have already paid for the infrastructure and expertise that generates this data.

Formal requests for open signal phasing data

In April 2025, I wrote to TfNSW on behalf of WalkSydney (co-signed by the Presidents of WalkSydney and Better Streets) requesting publication of signal-timing data.[57] After two[58] responses[59] declining release (with factual errors we addressed in reply[60]), we met with TfNSW officers (who did not have authority to release the data).

Concerns were raised about releasing “raw” data and about complaint risk. We reiterated our view that “transparent access to data assists and is critical for citizens to understand how the Government is implementing its policies eg: TfNSW Movement & Place policy”, and that prioritisation debates should be resolved by policy, not by making changes behind closed doors.

In a subsequent letter to the we requested data for just one weekday[51].

We received a response from the Coordinator-General of Transport for NSW (Howard Collins) that “…Transport for NSW does not publish the SCATS Signal Phasing data you requested and currently has no plans to make this information publicly available.”[40]

This correspondence has been described on the WalkSydney blog.[61]

Current TfNSW initiatives to enhance pedestrian environments and improve signal priority for people walking

This response[40] outlined work-in-progress efforts to improve pedestrian priority at signals, though some have limited public visibility into their progress or data on their outcomes:

  1. Trial site in Manly using video density detection to dynamically extend the Green Pedestrian Symbol,
    • I hope a public outcomes report is published at the conclusion of the trial. No public data of the extension in green interval amid large crowds is currently published. Keep an eye on Better Intersections at the site. I have so far measured an extension of only 3 seconds after a ferry arrived, though this was off-peak.
    • 2025-10-19 edit: By detecting how many people are waiting and and prompting “longer or more frequent green signals for pedestrians”, this trial has found “in terms of safety outcomes, we’ve already seen that that’s made a 34% decrease in risky crossing behaviour.” It is the first time pedestrian measures have been used within the SCATS network to influence signal phasing.[62][63] This is an incredible result. It begs the question: what would be the safety benefit across Sydney if pedestrian signals were given longer crossing times or shorter wait (cycle) times with similar ambition to this 2018 trial?
      • The Manly trial “technology would have little applicability in the CBD or areas where the maximum cycle time is very close to the minimal safety signal times permitted”[64], however this analysis page casts doubt on the claim that CBD cycle times cannot be reduced below 90 seconds. In any case, there are plenty of intersections across Sydney where additional time could be given to pedestrians without waiting for camera technology – the unstated assumption of this trial is to prioritise vehicle level of service over pedestrians when the number of pedestrians is not deemed significant (above an unpublished threshold) or where such a camera is not present: “…But it adapts back; if there’s nobody waiting, it goes back to a normal walk time, which then allows the vehicular traffic to go through.”[63]
      • Sharing phasing data – as is clearly possible (“We also have a product that provides the signal phase and timing of each individual intersection and broadcasts it”[63]) but has been apparently been delayed for commercial reasons (“So we’ve got the way to do it now, the business model and how to do it is a different question”[63]) – would clear up this doubt on what can or can’t be done.
      • While one expressed view is that reselling phasing data through brokers may be faster (“…I think it absolutely makes sense that there’s one source of data, but I think there are commercial imperatives that might make, that might be faster. I don’t want to cast any aspersions on the speed with which traffic authorities move”[63]), WA Main Roads released over 8GB of signal data in GeoParquet format an impressive 76 days after deciding to do so.[60]: 6 [39] I have no doubt in the technical ability of our road agencies, such ability has been acknowledged since the 70s: “the Department of Main Roads, for example (and it is typical of many others) are exceptionally well-equipped to analyze the engineering aspects of any problem”.[65]: 35  Planning decisions “…are not simply technical decisions but have environmental, social and redistributive effects which require not only technical and engineering analysis but also the broader type of policy analysis…” (1978)[65]: 34 , a sentiment which still echos today[21]: 7 .
      • The Committee for Sydney also published a report on the critical role longer crossing times has for older people, carers with prams, and anyone moving with reduced mobility.[66]
  2. Pedestrian Protection Mass Action Program to reduce conflicts between turning vehicles and pedestrians at signalised intersections,
    • The 2023 Summary Report on the program is much appreciated, and highlights some impressive improved safety outcomes.[67] (I was previously unaware of some the useful information in this report and regret not including this earlier). There is no public information about the timeline of this program, where pedestrian protection is missing, and where they will be installed in future. I am unsure if/when unprotected pedestrian crossings with long green durations (as common in Copenhagen, Paris) are/become unsafe (eg. 85th percentile speed, vehicle volumes?)
  3. Ongoing review and optimisation of signal timings to minimise pedestrian wait times where feasible, and
    • There is no public data on when, where, how often, or the outcome of how signal timings are adjusted. There is a widely held scepticism in advocacy circles that many signals are being reviewed. In contrast, Transport for London undertakes “annual timing reviews at 1,200 signal junctions and crossings”, with reducing pedestrian wait times a (measured) objective since 2018 (7 years ago). In 2017, “TfL reduced the wait times for people walking at 200 crossing locations close to schools, hospitals and transport hubs”, published a map of the locations of these intersections, and “over 94 per cent now run a cycle time of less than one minute”, with a maximum wait time of “40 seconds or less”.[68]
  4. Installation of over 30 missing marked pedestrian crossings at signalised intersections in the past two years.
    • This is in line with Movement and Place Policy, however signalised crossing legs are still being removed (Harris St and Allen St, in late 2023[69]), and slip lanes are being expanded (Cleveland and Regent Street[70]).

An Auckland traffic engineer documented in 2022 that SCATS does not natively show pedestrian delay. “data can be viewed in the Event log in SCATS history but it requires exporting and manipulation to get any usable data”.[71]

Community interest and safety context

Frustration with long pedestrian waits is well-documented. The public[55][72][73][74][75][76][77], a wide range of good-governance groups[78][26][79] [80] , media[16][81][49], councils[82][83][84][85][86], urban strategy firms[87]and evidence-based urban policy think tanks[88] are calling for improvements.

The latest road safety data is a disaster: As of 2025-09-23, pedestrian fatalities are rising 27% year on year in NSW[10] (rising over three times faster than car driver fatalities). More people walking are killed in the City of Sydney than any other LGA in NSW[11]: 6 , but the council has no power to reduce speed limits or change signal operation.[11]: 19 

In 2018 SMH reported “Transport for NSW previously said the shorter 90-second wait times had kept pedestrians moving and could potentially reduce the risk of jaywalking and pedestrian crashes.”[16] A direct TfNSW spokesperson quote of “Shorter wait times have kept pedestrians moving and could potentially reduce the risk of jaywalking and pedestrian crashes” was published in 2019.[17]

Against the direction of world cities, TfNSW (with direction from Chris Minns[89]) has refused requests from councils to allow reduction of speed limits to 30km/h on local roads. Under the previous executive director Katherine O’Regan, Business Sydney described the benefits in 2020: “At 30 the amenity killing noise finally becomes acceptable for outdoor dining, public space activation and encourages people spurs economic activity by encouraging people to linger longer to enjoy what the Street has to offer.”[90]

The NSW Government 3 Star AusRAP target has been achieved or exceeded on all streets in the City of Sydney, yet people walking and riding are still being killed and injured. More people walking are killed in the City of Sydney than any other LGA in NSW. The City of Sydney is unable to change speed limits – the City of Sydney is advocating for TfNSW to set 40km/h on state roads in the local government area.[11]

Economic analysis indicates that pedestrian signal delay has significant costs. One study estimated that a 10% increase in pedestrian delays in central Melbourne would impose approximately $2.1 billion in additional time costs — about a 6.6% reduction in CBD economic output.[91][92]

Sydney Metro Conditions of Approval relation to traffic signals

Note that Sydney Metro Condition of Approval D12[93] Block 1 – 4 data includes minimum actual cycle times during AM & PM weekday peaks and weekend peaks, however these periods are likely run close to the maximum cycle time. Signal data as part of these reports is not currently public. This requirement was interpreted in the Block 1 Report[94] as measuring and preserving the vehicle Level of Service metric at nearby intersections at the expense of other modes (which, if you are a keen observer, is against the guideance of the RUSAP[23]), several of which are within the study area (CBD). Both reports contain nominal cycle times supplied for SIDRA modelling at intersections outside metro stations. Pedestrian Movement Performance levels of service output by SIDRA modelling are not discussed or included in the evaluation of intersection performance.

Advocates should be aware of Sydney Metro West CoA E126 and E124[95] and how they may interact.

US Automated Signal Performance Metrics (ATSPMs)

A transcript of the Q&A discussion[96] after a presentation hosted by The Eastern Transportation Coalition contains some great insights into the benefit of public traffic signal data and performance metrics based on such data.

The 2022 presentation was titled “Everything You’ve Ever Wanted To Know About ATSPMs: Harnessing The Power Of Automated Signal Performance Metrics For Your Agency”[97].

Q: Jeremy Borden (Alabama DOT): What is the benefit of sharing ATSPMs [Automated Signal Performance Metrics] with the public? Seems like it invites a lot of unnecessary discussions and public signal experts.

A: Mark Taylor (Utah DOT): One of the things that we are always reminded of by our director at UDOT is we are working for the public. Our revenue in government is how much the public trusts us. We try to be as transparent as we can and if there’s any data that’s not personal, we give it to the public.

A: Joanna Bush (Mead and Hunt): It’s a time saver. As a public agency, it’s your responsibility to provide this information if the public asks for it. Our signal engineers would spend a lot of time packaging crash information at signalized intersections. Instead, you can point the public to one place to get information. As Kelly said, in the end, everybody benefits from it. You’re getting free services. Somebody is looking at your efficiencies without you having to spend time analyzing them.

FAQs

Note: many signal-related FAQs are answered on my blog post “Shining a Light on the Traffic Signals of Sydney”.[37]

Why did TfNSW take the initiative to reduce cycle times?

I don’t know! None of the documents reference the light rail installation, so it doesn’t appear to be related to that.

In 2007, the public spaces and public life study by Gehl Architects included that the second highest problem in the pedestrian landscape was “Unacceptable long waiting times at intersections”. Problem #3 was “Push buttons at every intersection” and problem #4 “Unacceptable short periods for crossing streets”[98]

The TfNSW Sydney City Centre Access Strategy (2013)[99] includes “…there will be reduced waiting times for pedestrians at traffic lights”[99]: 3  and a “Key Consideration” is that “Minimising signal cycle times at intersections by simplifying intersections in terms of the turning movement required”: 28 

In 2014, Alex Greenwich moved a motion that the Sydney City Centre Access Strategy is supported, and priority is given to pedestrians, including that he supports pedestrian improvements including “reducing waiting times at traffic lights”.[100]

The TfNSW Movement & Place framework and Road User Space Allocation Policy didn’t exist in late 2017, so there was no specific policy recommending temporal street space is reallocated for pedestrians.

A TfNSW spokesperson stated in a 2018 SMH article that “Shorter wait times have kept pedestrians moving and could potentially reduce the risk of jaywalking and pedestrian crashes”[101].

Transport for NSW’s coordinator-general, Marg Prendergast stated in a 2018 Guardian article that “The wait times were reduced to keep pedestrians moving and help reduce the risk of jaywalking and pedestrian crashes”[81]

In 2020 Gehl Architects included this in their 2020 Public Space & Public Life Study:[87]: 142 

The reduction in waiting times has improved pedestrian amenity, however further improvements can be made. … Transport NSW have reduced pedestrian signal cycle time from 110 seconds to 90 seconds enabling more frequent crossing opportunities for pedestrians. Further changes will be explored after light rail becomes operational to ascertain further efficiencies.

Philip Thalis’ 2018 motion in the City of Sydney council mentioned “research by Transport for NSW in 2011 showed that pedestrians wait on average 50 per cent longer than motor vehicles at intersections in the city centre”[2]. Clover Moore’s letter mirrored the requests in this motion.[9]

See the Timeline section below for a brief timeline of events.

Sydney City Centre Capacity Improvement Project

The 2017 briefing note to “To inform both Ministers of a planned evaluation of improved pedestrian” stated:[102]

Since 2014, Transport Coordination and Roads and Maritime have worked to deliver a number of initiatives to improve traffic flow within the core of the Sydney CBD, which has included:

  • Tomorrows Sydney Campaign.
  • Travel Choices (Travel Demand Management).
  • Sydney City Centre Capacity Improvement project – Improve traffic flow on the outer perimeter of the CBD to prioritise the CBD core for pedestrians and public transport.

Over that period, there has been a continued reduction in private vehicle trips entering the CBD core in the morning peak period, which has improved traffic flow in the Sydney CBD and has enabled the proposed reduction in traffic signal cycle times.

The ‘Sydney City Centre Capacity Improvement project[103][104] was particularly contentious. It was explicitly designed to increase road capacity for private vehicles (in the title).

It planned to “achieve equivalent throughput” at east-west signalised intersections, to create additional north-south capacity, with “The primary objective of schemes proposed is to provide additional intersection capacity”, discussing traffic signals only in the context of maintaining private vehicle capacity.[104]: 76 

In a remarkably enlightening statement, it claims “The reduction in demand within the city centre would be negated by the reduction in capacity”[104]: 72  – which forgets to mention the reason for (vehicle) demand reduction. The overwhelming evidence is that reduction in road capacity causes the reduction in demand.[6][105]

How did you find out about this 3-month study?

I found this interesting footnote in an NRMA document[106].

Reducing the waiting time for pedestrians to cross at a signalised intersections can help to reduce the risk of jaywalking and pedestrian crashes, with minimal impact on traffic congestion. From 7 January 2018, Transport for NSW with the Roads and Maritime Services introduced 90 second pedestrian cycle times across the Sydney CBD. Monitoring was undertaken for a three month period to assess impacts across the network and the wait time was tweaked for certain streets. The change in cycle times has reduced waiting times for pedestrians at signals, meaning more frequent safe crossing opportunities.14

Footnote 14 is referenced as “Transport for NSW (2019). Personal correspondence”. The GIPA[a] officer was not able to find this correspondence[48]: 5 

Note: This report unproductively focuses on victim-blaming ‘distracted’ pedestrians for the continued increase in fatalities due to car drivers killing people walking, which is still increasing this year. Research from the NYC Department of Transportation found “little concrete evidence that device-induced distracted walking contributes significantly to pedestrian fatalities and injuries”[107]

Timeline

  • 2006-02: TfL: Factors Influencing Pedestrian Safety Literature Review (> 30 seconds waits hazardous)[12]
  • 2007: Gehl Architects: Public Spaces and Public Life Study, with recomendations for reducing wait times[98]
  • 2011-04: NZ Transport Agency: Reducing pedestrian delay at traffic signals report[13]
  • 2014-03-27: Alex Greenwich: motion to reduce wait times at traffic lights[100]
  • 2014-11: TfNSW: Sydney City Centre Capacity Improvement Plan Review of Environmental Factors[103]
  • 2017-11-24: TfNSW: CBD Pedestrian Times Review[38]
  • 2017-11-29: TfNSW: Map of CBD area for cycle time evaluation[35]
  • 2018-01-07: TfNSW: Sydney CBD cycle times reduced from 110 to 90 seconds[102]
  • 2018-09-17: CoS: Thalis motion to reduce wait times at traffic lights across council area[2]
  • 2018-11-08: Clover Moore, Lord Mayor of Sydney: “Optimising Pedestrian Movement in Central Sydney”[9]
  • 2018-11-19: SMH: Quote: “the minister’s office had not yet received the lord mayor’s letter”[16]
  • 2018: TfNSW: Road Safety Progress Report does not mention cycle time reduction program[50]
  • 2019: SMH: Oslo achieves 0 pedestrian and cyclist road deaths[31]
  • 2020: Gehl Architects: Second City of Sydney Public Space and Public Life Study, with recomendations that more can be done on wait times[87]
  • 2021: TfNSW: RUSAP introduced[21]
  • 2022-12-19: Jake Coppinger: Blog post on “beg buttons”
  • 2023-06-12: Jake Coppinger: Blog post on measuring pedestrian wait times with Better Intersections[54]
  • 2023-07-10: Jake Coppinger: Blog post on “Shining a Light on the Traffic Signals of Sydney”[37]
  • 2023-12: TfNSW: RUSAP Implementation Review Report[21]
  • 2024-06: Updated (strengthened) RUSAP[23]
  • 2024-11: CfS: “Walkable and bikeable streets are good for business” factsheet[19]
  • 2025-08-02: Politico: Helsinki achieves Vision Zero, with 0 traffic fatalities[33]
  • 2025: Josef Whitfield: “Pedestrian Wait-Time Reduction: A Vast Improvement to the Pedestrian Experience on a Shoestring Budget” wins ‘Best Paper at the Conference’ at 2025TPM[18]
  • 2026: TfNSW: Roads Act 1993 Review carried out until 2026[21]

Appendix

Documents

I personally paid $441 to obtain and release these documents. If you find them useful, please let me know!

  • GIPA[a] Correspondence
    • 25T-1151 Ack.pdf[34]
    • 25T-1151 Extending Decision Date of your GIPA Matter.pdf[108]
    • 25T-1151 GIPA Act advance deposit letter 18022025 (redacted).pdf[109]
    • 25T-1151 Decision.pdf[48]
    • IR Ack.pdf[110]
    • IR decision[111]
  • Documents released:
    • ITEM 1 – Briefing Notes: (25T-1151 ITEM 1 – Briefing notes_Redacted.pdf[112]), containing:
      • DOC A – Improving pedestrian accessibility in CBD[113]
      • DOC B – Reducing pedestrian waiting times in the CBD[102]
      • DOC C – DRAFT – Improved pedestrian accessibility in the CBD[3]
    • 25T-1151 ITEM 2 – Statistical reports.pdf[1]
      • Pedestrian surveys and summary
      • CBD pedestrian times & CBD Pedestrian Times Review[38], CBD Traffic Volume [47], Bus travel times comparison[5], single trip / multi days[114] and by scheduled hour band[115] comparisons.
    • 25T-1151 ITEM 2 – Statistical Reports – Brodie BOAM February 2017.xlsm[116]
      • 2017 Bus Opal Assignment Model data
    • 25T-1151 ITEM 2 – Statistical Reports – Brodie BOAM February 2018.xlsx[117]
      • 2018 Bus Opal Assignment Model data
    • ITEM 3 – Presentations: 25T-1151 ITEM 3 – Presentations.pdf[4]
    • ITEM 4 – Email correspondence: 25T-1151 ITEM 4 – Emails_Redacted.pdf[118], containing:
      • BATCH A – Traffic reports discussing 90 second trial
      • BATCH B – 90 second impacts correspondence and attachment
      • BATCH C – 100 second locations
    • ITEM 5 – Email correspondence with NRMA: “Not held”
    • ITEM 6 – Meeting Minutes: “Not held”
    • ITEM 7: Daily Summary Reports: 25T-1151 ITEM 7 – Daily Summary Reports.pdf[119]

Analysis 1 Appendix

Overpass Turbo queries utilised

If you want to find the coordinates of a TCS signal ID, this is the query you need: https://overpass-turbo.eu/s/2bRJ

Thanks very much to the OSM contributors importing traffic_signal site refs and start_date‘s – I couldn’t have done this without you!

OpenStreetMap intersections missing ref values

Most OSM site=traffic_signals relations in the City of Sydney have a ref attribute, so they can be matched against this dataset, but this is not guaranteed.

In such cases, the dataset we plot on maps (as lat and lon come from OSM data) doesn’t necessarily contain all sites from the TfNSW signal audit.

Use this Overpass query to identify and fix these sites missing a ref: https://overpass-turbo.eu/s/289G. Use this Overpass query to identify and fix potential signal sites, that don’t have a site=traffic_signals: https://overpass-turbo.eu/s/289I

I have looked through all the sites in the survey area and they all appear to be complete. Therefore sites missing lat (i.e. an OSM attribute decorated/added in the “join”) have likely been removed from OSM.

Analysis 2 Appendix

Scoring function

I whipped this analysis piece up quickly – it’s not my best work or production code!

The scores themselves are arbitrary; and so is this keyword analysis, but I found it interesting to see the change over the trial.

Further interesting work on this topic could include evaluating descriptors against Austroads Level of Service (LoS) descriptors, however I think it would be more worthwhile to undertake quantitative analysis of the bus data.

See the git repo for the full code. As this is the ‘critical path’ I thought I’d also include it here. 

export function inferCongestionFromReport(descriptor: string | undefined):
  number | undefined {
  // If no note has been made, consider there to be no congestion.
  if (descriptor === undefined) {
    return 0;
  }
  const text = descriptor.replace(/\n/g, ' ').toLowerCase().trim();
  const ratings: number[] = [];

  const zeroRatingStrings = [
    'no issue',
    'no issues',
    'lighter than usual',
  ];

  const oneRatingStrings = [
    'some delays',
    'no major issues',
    'no major concerns',
    'usual congestion',
    'reasonable performance',
    'traffic significantly lighter',
    'noticeably lighter',
    'significantly lighter than previous',
    'intermittently queuing',
    'not as busy as previous',
  ];
  const twoRatingStrings = [
    'some queuing',
    'queues were observed',
    'some delays experienced',
    'some local congestion',
    'reasonable congestion',
    'generally observed to be clearing the intersections',
    'slightly heavier',
    'heavier than previous weeks',
    'some congestion',
  ];
  const threeRatingStrings = [
    'appeared heavier',
    'noticeably heavier',
    'general traffic was also queued',
    'noticeably heavier than previous',
    'reasonably heavy',
    'generally heavy',
    'heavy congestion although not as bad',
    'heavy but flowing',
  ];

  const fourRatingStrings = [
    'heavy traffic',
    'heavy general traffic',
    'heavy congestion',
    'congestion very heavy',
    'severe congestion',
  ];

  /** Used only if no matches found in the above mappings */
  const ifNoMatchesMappings: { key: string, value: number }[] = [
    { key: 'very heavy', value: 4 },
    { key: 'queuing', value: 2 },
    { key: 'heavy', value: 3 },
    { key: 'congested', value: 1 },
    { key: 'congestion', value: 1 },
    { key: 'busy', value: 1 },
  ];

  if (text === '' || zeroRatingStrings.some(str => text.includes(str))) { ratings.push(0); }
  if (oneRatingStrings.some(str => text.includes(str))) { ratings.push(1); }
  if (twoRatingStrings.some(str => text.includes(str))) { ratings.push(2); }
  if (threeRatingStrings.some(str => text.includes(str))) { ratings.push(3); }
  if (fourRatingStrings.some(str => text.includes(str))) { ratings.push(4); }

  if (ratings.length === 0) {
    for (const { key, value } of ifNoMatchesMappings) {
      if (text.includes(key)) {
        ratings.push(value);
        // Only use the first match - we don't want to double count based on single words that aren't
        // highly specific.
        break;
      }
    }
  }

  if (ratings.length !== 0) {
    if (ratings.length !== 1) {
      // console.warn(`Multiple ratings (${ratings.join(', ')}, using 1st) for: ${descriptor})`);
    }
    return ratings[0];
  }
  if (!descriptorReport[text]) {
    descriptorReport[text] = ratings[0];
  }
  return undefined;
}

Meta notes on my drafting process

I welcome any feedback on this blog post format, or any corrections or constructive criticism, as always!

Drafting in Wikitext

I’ve tried out drafting this blog post in Wikitext as I greatly appreciate Wikipedia-style citations. I’d usually draft in Markdown (for source control) and then export to WordPress for finalising formatting working with images (I’ve previously run my own blog templating engine with a custom srcset generation implementation, it was not fun!).

At first I wrote an HTML transformer (operating on a virtual DOM using JSDOM) to remove some Mediawiki-specific elements. As WordPress strips li id‘s on paste (and strips paragraph elements if they are the only child of a list element) I “rendered” the ordered list elements to actual paragraphs with numbers in them (moving list id‘s to the corresponding paragraph for citation anchor links). I found that WordPress HTML sterilisation still ran on superscript element id‘s, and raw HTML blocks are only available as block elements (forcing in-text citations onto their own lines), so I resorted to using one HTML block for the entire page. I’m still using JSDOM transformation for some minor tweaks, such as removing [ edit | edit source ] from titles.

I added few tiny CSS/JS snippets for Wikipedia-style citations-on-hover to my WordPress installation, showing a tooltip at the bottom of screen on mobile on click. Please email me if you notice any usability issues on your device/browser in this functionality.

I was initially drafting in the Wikipedia sandbox but I wanted to enable the `$wgRawHtml` setting to enable embedding the iframe tags for the Observable chart embeds (I didn’t want to have to copy them in one-by-one (or copy text around them) for updates). I ended up spinning up a local Mediawiki instance to draft in. Let me know if you’d like a copy of my LocalSettings.php to get this running, along with the minimal list of Template: and Module: pages I had to export/import to get inline citations running.

If anyone has been tinkering on rendering Wikitext citations in the sidebar or has other ideas for better Wikitext citation rendering, I’d love to chat! I’m on Mastodon at @jakecoppinger@mastodon.social.

Text fragment hyperlinks

In many cases I’ve hyperlinked with #page=NUMBER or #:~:text=QUOTE affixed so that clicking on the link takes the user to the exact page or paragraph, except when a reference is reused by multiple mentions, in which I use : PAGE_NUM . This functionality is currently only supported in some browsers (https://caniuse.com/url-scroll-to-text-fragment), and is described in this draft W3C Draft Community Group Report. Urls will load normally in all browsers.

Footnotes

  1. ↑ 1.0 1.1 1.2 1.3 A request for Government information under the Government Information (Public Access) Act 2009 (GIPA Act)

References

  1. ↑ 1.0 1.1 Transport for NSW (2025-06-04). “25T-1151 – Info for Release – ITEM 2 – Statistical Reports (276 pages)” (PDF).
  2. ↑ 2.0 2.1 2.2 2.3 City of Sydney Council (2018-09-17). “City of Sydney Council Minutes – 2018-09-17 – Pedestrian Signals motion (Philip Thalis)” (PDF). Archived (PDF) from the original on 2019-03-30.
  3. ↑ 3.0 3.1 3.2 Transport for NSW. ““Improved pedestrian accessibility in the CBD”, Briefing: Minister for Transport and Infrastructure, Minister for Roads, Maritime and Freight, FOR INFORMATION” (PDF). p. 7.
  4. ↑ 4.0 4.1 4.2 4.3 4.4 4.5 4.6 Transport for NSW. “25T-1151 – ITEM 3 – Info for Release – Presentation” (PDF).
  5. ↑ 5.0 5.1 Transport for NSW. “Doc B – Bus Travel times” (PDF). p. 273.
  6. ↑ 6.0 6.1 Cairns, Sally; Hass-Klau, Carmen & Goodwin, Phil (1998). Traffic Impact of Highway Capacity Reductions: Assessment of the Evidence (PDF). London: Landor Publishing. ISBN 1-899650-10-5. Archived from the original (PDF) on 2017-01-17.
  7. ↑ Downs, Anthony (July 1962). “The law of peak-hour expressway congestion”. Traffic Quarterly. 16 (3): 393–409. hdl:2027/uc1.$b3477.
  8. ↑ Downs, Anthony (1992). Stuck in traffic: Coping with peak-hour traffic congestion. Brookings Institution Press. ISBN 9780815719236.
  9. ↑ 9.0 9.1 9.2 9.3 Clover Moore, Lord Mayor of Sydney (2018-11-08). “Optimising Pedestrian Movement in Central Sydney” (PDF). Letter to The Hon. Melinda Pavey MP, Minister for Roads, Maritime and Freight.
  10. ↑ 10.0 10.1 “Road Fatalities for NSW up to and including Monday, 22 September 2025: 12-MONTH PERIOD ENDING 22 September (2025 vs 2024) (Prelim)” (PDF). Transport for NSW. p. 3. Archived from the original (PDF) on 2025-09-23.
  11. ↑ 11.0 11.1 11.2 11.3 11.4 11.5 City of Sydney (2025-08-19). “Safe Speeds: The role of speed reduction and lower speed limits in reducing road trauma” (PDF). AITPM.
  12. ↑ 12.0 12.1 A Martin (TRL Limited) (February 2006). “FACTORS INFLUENCING PEDESTRIAN SAFETY: A LITERATURE REVIEW” (PDF). London Road Safety Unit, Transport for London. Archived (PDF) from the original on 2016-06-15.
  13. ↑ 13.0 13.1 C Vallyon,; S Turner (April 2011). “Reducing pedestrian delay at traffic signals (NZTA research report 440)” (PDF). NZ Transport Agency. Archived (PDF) from the original on 2015-09-08.
  14. ↑ Baass K G (1989). “Review of European and North American practice of pedestrian signal timing”. Transportation Association of Canada (TAC). ISBN 1-895102-10-3.
  15. ↑ Stefan Bussey (2018). “Reducing Pedestrian Delay at Half Signals in the City of Portland, OR: Striving to increase safety and decrease delay for pedestrian trips” (PDF). City of Portland Oregon, City of Portland Bureau of Transportation, Oregon Transportation Research and Education Consortium (OTREC). Archived (PDF) from the original on 2020-04-19.
  16. ↑ 16.0 16.1 16.2 16.3 16.4 16.5 Megan Gorrey (2018-11-19). “Two minutes too long before crossing? Push to shorten pedestrian wait”. The Sydney Morning Herald. Archived from the original on 2022-01-25.
  17. ↑ 17.0 17.1 Andrew Taylor (2019-05-19). “Shorter wait times, diagonal crossings, more footpaths: How to ease Sydney’s pedestrian congestion”. Sydney Morning Herald. Archived from the original on 2021-12-05.
  18. ↑ 18.0 18.1 Josef Whitfield (2025). Pedestrian Wait-Time Reduction: A Vast Improvement to the Pedestrian Experience on a Shoestring Budget. Transport Planning and Modelling (TPM) Conference. Transport for Greater Manchester (TfGM). Archived from the original on 2025-09-25.
  19. ↑ 19.0 19.1 Committee for Sydney, AECOM (November 2024). “Walkable and bikeable streets are good for business” (PDF). Archived (PDF) from the original on 2025-08-05.
  20. ↑ “Tech Central Economic Development Strategy”. NSW Government – Premier’s Department. September 2025. Archived from the original on 2025-09-25.
  21. ↑ 21.0 21.1 21.2 21.3 21.4 21.5 21.6 Transport for NSW (December 2023). “Road User Space Allocation Policy Implementation Review Report” (PDF). Archived (PDF) from the original on 2025-09-11.
  22. ↑ Lord Mayor Clover Moore (2024-04-08). “2024 Australian Urban Design Awards (Minute by the Lord Mayor)”. City of Sydney. Archived from the original on 2025-04-30.
  23. ↑ 23.0 23.1 23.2 23.3 Transport for NSW (July 2024). “Road User Space Allocation Policy” (PDF). Archived (PDF) from the original on 2024-07-25.
  24. ↑ “Roads Act 1993 Review”. Transport for NSW. 2025-09-15. Archived from the original on 2025-09-25.
  25. ↑ “Roads Act 1993 Issues Paper Committee for Sydney submission” (PDF). Committee for Sydney. April 2025. p. 10. Archived (PDF) from the original on 2025-09-24.
  26. ↑ 26.0 26.1 WalkSydney & Better Streets. “Roads Act Review Submission” (PDF). p. 13. Archived (PDF) from the original on 2025-09-25.
  27. ↑ Sarah Bickford; Peter McLean (2025-03-25). “Re: Roads Act Review Issues Paper” (PDF). Letter to Ben Cebuliak (Manager Movement and Place). Bicycle NSW. p. 7.
  28. ↑ Warren Salomon. “Re: Review of the 1993 NSW Roads Act” (PDF). Letter to Transport for NSW. BIKEast. Archived (PDF) from the original on 2025-09-25.
  29. ↑ Dr Christopher Standen (2025-03-25). “Personal submission on Roads Act 1993 – Issues Paper Review” (PDF). p. 1. Archived (PDF) from the original on 2025-09-25.
  30. ↑ Sydney Coordinated Adaptive Traffic System (SCATS), New South Wales. “SCATS Evolution” (PDF). p. 3. Archived (PDF) from the original on 2025-09-24.
  31. ↑ 31.0 31.1 Julie Power (2020-01-13). “Oslo cut road deaths to one in 2019. Can Sydney do the same?”. Sydney Morning Herald. Archived from the original on 2024-06-15.
  32. ↑ Jake Coppinger. “Better Intersections, Oslo”.
  33. ↑ 33.0 33.1 Aitor Hernández-Morales (2025-08-02). “Helsinki just went a full year without a single traffic death”. Politico. Archived from the original on 2025-09-13.
  34. ↑ 34.0 34.1 Manisha Prakash (2025-02-03). “Your application under the Government Information (Public Access) Act 2009 (GIPA Act) (25T-1151 Ack)” (PDF). Letter to Jake Coppinger. Transport for NSW.
  35. ↑ 35.0 35.1 “Map of original CBD area for evaluation (attachment A) (CCO_0604/004/29NOV17), from “Improved pedestrian accessibility in the CBD””, Briefing for Minister for Transport and Infrastructure & Minister for Roads, Maritime and Freight” (PDF). Transport for NSW. 2017-11-29. p. 11.
  36. ↑ Transport for NSW (2018-04-05). “CBD Signal Phasing Times, CCO_604/005/05APR18” (PDF).
  37. ↑ 37.0 37.1 37.2 37.3 Jake Coppinger (2023-07-10). “Shining a Light on the Traffic Signals of Sydney”.
  38. ↑ 38.0 38.1 38.2 38.3 38.4 Denis Wood (Senior Traffic Network Manager) (2017-11-24). “CBD pedestrian times & CBD Pedestrian Times Review (DOC H – Pedestrian times Summary & Assessment)” (PDF). Transport for NSW. p. 256.
  39. ↑ 39.0 39.1 39.2 39.3 Jake Coppinger (2025-05-15). “No Signal for Pedestrian Safety: TfNSW Refuses Signal Data During National Road Safety Week”.
  40. ↑ 40.0 40.1 40.2 Howard Collins (2025-08-25). “Re: Request for Public Access of SCATS Signal Phasing Data across one weekday for all NSW signals” (PDF). Letter to Jake Coppinger. Transport for NSW.
  41. ↑ Better Streets (2025-08-30). “Transport Camp Sydney 2025”. Archived from the original on 2025-09-25.
  42. ↑ “Traffic Signal Configuration Data Sheets (Creative Commons Attribution 4.0 International)”. Department of Transport and Planning. 2025-06-25. Archived from the original on 2025-05-15.
  43. ↑ WA Main Roads. “Traffic Map”. Archived from the original on 2025-07-12.
  44. ↑ WA Main Roads. “Historic Traffic Data at Signalised derived by SCATS (Creative Commons Attribution 4.0 International License)”. Archived from the original on 2025-09-25.
  45. ↑ Jake Coppinger. “Minimum cycle times of Sydney CBD signals in Nov 2017”.
  46. ↑ Minister for Regional Transport and Roads (2024-02-16). “Travel time data to shine light on journeys around Rozelle Interchange” (Press release). NSW Government. Transport for NSW. Archived from the original on 2025-06-22.
  47. ↑ 47.0 47.1 Transport for NSW. “DOC A – Traffic Volume – CBD – Cycle Time Change” (PDF). p. 270.
  48. ↑ 48.0 48.1 48.2 Natacha Doust (2025-03-28). “Notice of decision on your access application under the Government Information (Public Access) Act 2009 (GIPA Act) (10 pages)” (PDF). Letter to Jake Coppinger. Transport for NSW.
  49. ↑ 49.0 49.1 Yvonne C Lam (2018-11-19). “Sick of Waiting at the Lights? Sydney Lord Mayor Wants to Speed Things Up for Pedestrians”. Broadsheet. Archived from the original on 2025-09-25.
  50. ↑ 50.0 50.1 Transport for NSW (2018). “Road Safety Progress Report 2018” (PDF). p. 15. Archived (PDF) from the original on 2023-10-21.
  51. ↑ 51.0 51.1 51.2 Jake Coppinger, Tegan Mitchell, Sara Stace (2025-08-04). “Subject: Request for Public Access of SCATS Signal Phasing Data across one weekday for all NSW signals” (PDF). Letter to Josh Murray, cc. Howard Collins.
  52. ↑ Jake Coppinger. “Better Intersections”. WalkSydney.
  53. ↑ Jake Coppinger (2022-12-19). “Sydney CBD is bringing back pedestrian “beg buttons”“.
  54. ↑ 54.0 54.1 Jake Coppinger (2023-06-12). “Mapping pedestrian traffic light timing in Sydney, Australia”.
  55. ↑ 55.0 55.1 Jake Coppinger (2024-08-22). “Why Did the Chicken Catch the Metro? Because It Was Faster Than Crossing the Road…”.
  56. ↑ Transport for NSW (2022-08-01). “Network Operations – Schedule of Fees” (PDF).
  57. ↑ Jake Coppinger, Tegan Mitchell, Sara Stace (2025-04-16). “Re: Public Access to SCATS Traffic Signal Phasing Data” (PDF). Letter to Josh Murray, Secretary, Transport for NSW. WalkSydney.
  58. ↑ Brenda Hoang (2025-05-09). “Re: SCATS traffic signal phasing data release 9 May 2025” (PDF). Letter to. Transport for NSW.
  59. ↑ Brenda Hoang (2025-06-03). “Re: SCATS traffic signal phasing data release” (PDF). Letter to Jake Coppinger. Transport for NSW.
  60. ↑ 60.0 60.1 Jake Coppinger, Tegan Mitchell, Sara Stace (2025-05-14). “Re: Public Access to SCATS Traffic Signal Phasing Data” (PDF). Letter to Brenda Hoang, cc. Josh Murray, Roy Brown.
  61. ↑ Yvonne (2025-09-20). “Why won’t Transport for NSW share SCATS Traffic Signal Phasing Data?”. WalkSydney.
  62. ↑ Daniel Lo Surdo (2025-11-17). “Why this set of Sydney traffic lights could change how we cross the road”. Sydney Morning Herald. Archived from the original on 2025-11-16. Retrieved 2025-11-17.
  63. ↑ 63.0 63.1 63.2 63.3 63.4 Roy Brown (SCATS Director Technology and Product, Transport for NSW) (2025-10-15). “2025-10-15: SCATS traffic signal extracts from panel discussion at Highways AU”. Jake Coppinger.
  64. ↑ “SCATS and WalkSydney discussion (private minutes)”. 2025-07-04. {{cite web}}: Missing or empty |url= (help)
  65. ↑ 65.0 65.1 Professor Peter Wilenski (1978-01-26). “Interim Report of the Commissioner Appointed to Inquire into Improvements in the Machinery of Government and State Government Administration (Review of New South Wales Government Administration – Directions for change: an interim report)” (PDF). Peter Wilenski (1978). Directions for change : an interim report / by Peter Wilenski. ISBN 0724016694.
  66. ↑ Committee for Sydney (2025-10-15). “Raising Sydney’s Care Factor – The critical role of care work to Sydney’s productivity & prosperity” (PDF). p. 71. Archived (PDF) from the original on 2025-11-18.
  67. ↑ Transport for NSW (September 2023). “Evaluation of the NSW Pedestrian Protection Program” (PDF). Archived (PDF) from the original on 2023-12-16.
  68. ↑ Transport for London (July 2018). “Walking action plan: Making London the world’s most walkable city” (PDF). Transport for London. Archived (PDF) from the original on 2025-02-16.
  69. ↑ “Western Distributor Road Network Improvements”. Transport for NSW. 2025-05-08. Archived from the original on 2025-08-07.
  70. ↑ “(Untitled Facebook Post)”. BikeSydney. 2025-05-28. Archived from the original on 2025-09-03.
  71. ↑ Rogan Parker (2022-08-25). “SCATS Management of loop faults and pedestrian reintroduction” (PDF). Auckland Transport Operations Centre (ATOC). Archived (PDF) from the original on 2025-09-24.
  72. ↑ Anthony Segaert (2025-01-31). “The change to our traffic lights that could make you happier”. The Sydney Morning Herald. Archived from the original on 2025-05-15.
  73. ↑ Declan Bowring (2023-09-25). “Better Intersections website gathers data on long pedestrian wait times in Sydney”. ABC News. Archived from the original on 2025-09-25.
  74. ↑ “It’s faster to catch the Sydney Metro one stop than cross this road”. Reddit. 2024-08-24. Archived from the original on 2025-09-25.
  75. ↑ Jake Coppinger (2024-08-22). “It’s faster to catch the Sydney Metro one stop than cross this road”. YouTube.
  76. ↑ “Better Intersections website gathers data on long pedestrian wait times in Sydney”. Reddit. 2023-08-25. Archived from the original on 2025-09-25.
  77. ↑ “Shining a Light on the Traffic Signals of Sydney”. Reddit. 2023-07-11. Archived from the original on 2025-09-25.
  78. ↑ “Category:Traffic Signals”. WalkSydney.
  79. ↑ “Pedestrians are fed up with begging”. Bicycle NSW. 2023-08-08. Archived from the original on 2025-07-13.
  80. ↑ “Constitution Road Infrastructure Upgrade – Community Engagement Outcomes Report” (PDF). City of Ryde Council. May 2025. p. 4. Archived (PDF) from the original on 2025-08-29.
  81. ↑ 81.0 81.1 Naaman Zhou (2018-09-09). “Placebo buttons: Australian pedestrians press for no reason at traffic lights”. The Guardian. Archived from the original on 2025-09-24.
  82. ↑ City of Sydney (June 2024). “‘A City for Walking’ Strategy and Action Plan – Continuing the Vision” (PDF). pp. 21, 36. Archived (PDF) from the original on 2025-10-02.
  83. ↑ “Waverley Bike Strategy” (PDF). Waverley Council. 2025. p. 48. Archived (PDF) from the original on 2025-10-01.
  84. ↑ Arup (2013-06-21). “Macquarie Park Pedestrian Access and Mobility Plan” (PDF). City of Ryde Council. pp. 11, 109, 126, 129, 155, 157, 159, 211. Archived (PDF) from the original on 2025-10-02.
  85. ↑ Arup (2014-06-25). “Gladesville Town Centre Pedestrian Access & Mobility Plan (PAMP)” (PDF). City of Ryde & Hunters Hill Council. pp. 63, 117, 118. Archived (PDF) from the original on 2025-10-02.
  86. ↑ Cardno (2017-04-06). “Parramatta CBD Pedestrian Strategy” (PDF). City of Parramatta. p. 82. Archived (PDF) from the original on 2025-09-01.
  87. ↑ 87.0 87.1 87.2 Gehl Architects (2020). “Public Space & Public Life Study 2020” (PDF). p. 142. Archived (PDF) from the original on 2025-04-18.
  88. ↑ Committee for Sydney (February 2020). “Reclaiming Sydney’s High Streets” (PDF). p. 12. Archived (PDF) from the original on 2025-07-14.
  89. ↑ Aleisha Orr (2024-07-11). “‘Over the top’ or a life-saving move? The push for 30km/h speed limits”. SBS News. Archived from the original on 2024-09-10.
  90. ↑ “High time – the future of Oxford Street” (PDF). Business Sydney, Robertsday. November 2020. p. 12. Archived (PDF) from the original on 2024-07-05.
  91. ↑ SGS Economics and Planning (June 2014). “CBD Pedestrian Analysis: Technical Report, City of Melbourne” (PDF). p. 22. Archived (PDF) from the original on 2025-09-24.
  92. ↑ Department of Transport and Main Roads, Queensland Government (August 2021). “Guideline: Options for reducing pedestrian delays at traffic signals (CC BY 4.0)” (PDF). p. 32. Archived (PDF) from the original on 2025-09-24.
  93. ↑ “Sydney Metro City & Southwest Chatswood to Sydenham Conditions of Approval” (PDF). NSW Government. p. 32. Archived (PDF) from the original on 2025-09-24.
  94. ↑ “Block 1 Report – Sydney Metro C&SW – Traffic and Interchange Monitoring” (PDF). AECOM. August 11, 2023. p. 28. Archived (PDF) from the original on 2025-09-24.
  95. ↑ “Sydney Metro West – Rail infrastructure, stations, precincts and operations Conditions of Approval”. NSW Government. p. 61. Archived from the original on 2025-09-25.
  96. ↑ “Everything You’ve Ever Wanted to Know About ATSPMs: Harnessing the Power of Automated Signal Performance Metrics for Your Agency – November 9, 2022 (Question and Answer Summary)” (PDF). The Eastern Transportation Coalition. 2022-11-09. Archived (PDF) from the original on 2025-09-24.
  97. ↑ “Everything You’ve Ever Wanted To Know About ATSPMs: Harnessing The Power Of Automated Signal Performance Metrics For Your Agency” (PDF). The Eastern Transportation Coalition. 2022-11-09. Archived (PDF) from the original on 2025-09-24.
  98. ↑ 98.0 98.1 Gehl Architects (2007). “Public Spaces and Public Life Study 2007 (Part 2, page 71, PDF page 8)” (PDF). p. 8. Archived (PDF) from the original on 2025-09-24.
  99. ↑ 99.0 99.1 “SYDNEY CITY CENTRE ACCESS STRATEGY” (PDF). December 2013. ISBN 978-1-922030-62-7. Archived (PDF) from the original on 2018-09-13.
  100. ↑ 100.0 100.1 Alex Greenwich (2014-03-27). “Sydney City Centre Access Strategy (Notice of Motion, 27 March 2014, Legislative Assembly, NSW Parliament)”. Archived from the original on 2025-08-04.
  101. ↑ Nigel Gladstone (2018-08-20). “When pushing the pedestrian button works and when it doesn’t”. The Sydney Morning Herald. Archived from the original on 2022-12-06.
  102. ↑ 102.0 102.1 102.2 Transport for NSW. “Reducing pedestrian waiting times in the CBD (“Briefing: Minister for Transport and Infrastructure, Minister for Roads, Maritime and Freight, For Information), RMS” (PDF). p. 3.
  103. ↑ 103.0 103.1 Transport for NSW (November 2014). “Sydney City Centre Capacity Improvement Plan Review of Environmental Factors Volume 1” (PDF). Transport for NSW. ISBN 978-1-925217-60-5. Archived from the original (PDF) on 2019-04-02.
  104. ↑ 104.0 104.1 104.2 Mark Russell; Henrik Malker (11 November 2014). “Sydney City Centre Capacity Improvement Plan Review of Environmental Factors Volume 2 – Appendices” (PDF). Transport for NSW. ISBN 978-1-925217-60-5. Archived from the original (PDF) on 2015-03-20.
  105. ↑ Cairns, Sally; Atkins, Stephen & Goodwin, Phil (2002). “Disappearing traffic? The story so far” (PDF). Proceedings of the Institution of Civil Engineers – Municipal Engineer. 151 (1). doi:10.1680/muen.2002.151.1.13. Archived (PDF) from the original on 2025-06-19.
  106. ↑ NRMA (June 2019). “Look up: Keeping pedestrians safe (Road Safety Series)” (PDF). p. 8. Archived (PDF) from the original on 2025-09-24.
  107. ↑ New York City Department of Transportation (2019-08-30). “Distraction Shouldn’t Be Deadly” (PDF). Archived (PDF) from the original on 2025-08-29.
  108. ↑ Natacha Doust (2025-03-13). “Extending the timeframe for deciding your application under the Government Information (Public Access) Act 2009 (GIPA Act)” (PDF). Letter to Jake Coppinger. Transport for NSW.
  109. ↑ Nick Yetzotis (2025-02-18). “Request for an advance deposit of processing charges under the Government Information (Public Access) Act 2009 (GIPA Act)” (PDF). Letter to Jake Coppinger. Transport for NSW.
  110. ↑ Manisha Prakash (2025-05-12). “Your Internal Review under the Government Information (Public Access) Act 2009 (GIPA Act) (IR Ack)” (PDF). Letter to Jake Coppinger. Transport for NSW.
  111. ↑ Jarrod Whitbourn (2025-06-02). “Notice of decision on your access application under the Government Information (Public Access) Act 2009 (GIPA Act)” (PDF). Letter to Jake Coppinger. Transport for NSW.
  112. ↑ “25T-1151 – Info for Release – ITEM 1 – Briefing Notes (12 pages)” (PDF). Transport for NSW.
  113. ↑ Roads and Maritime Services (December 2017). ““Improving pedestrian accessibility in the CBD”, (Briefing: For Approval, to John Hardwick, RMS)” (PDF). p. 1.
  114. ↑ Transport for NSW. “Doc C – Bus Travel Time – Single Trip / Multi Days” (PDF). p. 274.
  115. ↑ Transport for NSW. “Bus Travel Time – By Scheduled Hour Band” (PDF). p. 276.
  116. ↑ Transport for NSW (February 2017). “2017 Bus Opal Assignment Model data”.
  117. ↑ Transport for NSW (February 2018). “2018 Bus Opal Assignment Model data”.
  118. ↑ Transport for NSW (2018). “25T-1151 – ITEM 4 – Info for Release – Emails (45 pages)” (PDF).
  119. ↑ Transport for NSW (2018). “Reducing Pedestrian waiting times in the CBD evaluation – Daily Summary (02/01/2018 – 15/03/2018 [inferred])” (PDF).

The post Green Lights More Often: The Secret 2018 Study of Sydney’s Traffic Signals first appeared on Jake Coppinger.

]]> https://jakecoppinger.com/2025/09/green-lights-more-often-the-secret-2018-study-of-sydneys-traffic-signals/feed/ 5 Not enough funding for Sydney Park Junction – Addendum REF to cut scope https://jakecoppinger.com/2025/05/not-enough-funding-for-sydney-park-junction-addendum-ref-to-cut-scope/ https://jakecoppinger.com/2025/05/not-enough-funding-for-sydney-park-junction-addendum-ref-to-cut-scope/#respond Tue, 27 May 2025 01:59:29 +0000 https://jakecoppinger.com/?p=1915 On the 20th of November 2024, Jenny Leong (the Green's MP for Newtown) asked the State Minister for Transport 21 detailed questions in NSW Parliament regarding the status and fate of the infamous TfNSW Sydney Park Junction project.

The public received a response from the Minister for Transport on the 20th of December 2024, which only included answers for 3 of the 21 questions.

The post Not enough funding for Sydney Park Junction – Addendum REF to cut scope first appeared on Jake Coppinger.

]]>
The latest Sydney Park Junction plans available have removed the 270-metre cycleway and landscaping on Sydney Park Road east of Mitchell Road. Photo looking east on the southern footpath of Sydney Park Road. Captured 2025-05-16. I captured this same location in 2020-06-14.

Note: This is my third blog post on this project. If you are missing context, have a read of Another broken WestConnex promise: secret Sydney Park Junction design changes (2024-09-09) and Sydney Park Junction: TfNSW Won’t Commit to Original Scope Despite Ministerial Intervention (2024-11-26).

On the 20th of November 2024, Jenny Leong (the Green’s MP for Newtown) asked the State Minister for Transport 21 detailed questions in NSW Parliament regarding the status and fate of the infamous TfNSW Sydney Park Junction project (more details of which the Sydney Morning Herald published this morning).

The public received a response from the Minister for Transport on the 20th of December 2024, which only included answers for 3 of the 21 questions (and one of them could be misleading – see section below “(f) Reducing the design speed in the project area to 40 km/h or below?”).

A local community member was so disappointed with this lack of transparency they made a successful Government Information Public Access (GIPA) request to TfNSW regarding the status of the project. You can read the full PDF here.

Thanks to their work the public now has a more complete picture. So complete in fact, I’m going to have a crack at answering the questions Jenny Leong asked, based on information documented to be available within TfNSW months before the Minister’s response. These questions were asked in NSW Parliament – detailed, accurate and straightforward answers are clearly in the public interest.

We now have a new Minister for Transport and Minister for Roads, and I hope John Graham and Jenny Aitchison are across this project.

I have made every effort to provide accurate hyperlink references for every statement. If you notice any errors or misinterpretations, please drop a comment below or contact me privately at jake@jakecoppinger.com. This analysis is a side project.

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Maps

Composite of GIPA Item 3 IFT4 (current scope) drawings at Barwon Park Road and Sydney Park Road (north is left). Slides containing drawings dated 14th November 2024. Roughly georeferenced by myself – may have errors. The number of new signalised pedestrian crossings of the Princes Highway in this image appears to have been reduced from 3 to 1 (north & south of Barwon Park Rd crossings have been removed). Note May St signals (2 more crossings) are to be removed (left of this picture), if I understand correctly. Note VMS is retained.
Composite of GIPA Item 3 IFT4 (current scope) drawings at Sydney Park Road and Mitchell Road (north is up). Slides containing drawings dated 14th November 2024. Roughly georeferenced by myself – may have errors. Note removal of all civil works east of Mitchell Road, and replacment of landscaped build outs with car parking. At bottom right is a free off road car park.

A brief recap – what is this and how did we get here?

The original plans for the Sydney Park Junction project were ambitious and well-received. In 2021 Bicycle NSW commented “The project will be of enormous benefit to the community” and that “This project sets an exciting precedent for better place outcomes throughout Sydney.”

In September 2024 I alerted the public to the concern that while the project hadn’t been cancelled, significant scope cuts were being made in private – within a month of construction starting. This blog post was followed by two excellent Sydney Morning Herald articles. My November 2024 article detailed how, after refusing to confirm any original scope elements would be included (that had been deleted), TfNSW communications & project management personnel requested Friends of Erskineville share elements of the project that are “super important” or features they wanted the TfNSW team to consider.

In the second Sydney Morning Herald article the Minister’s Office…

…confirmed the upgrades would take place as the initial proposal publicly exhibited in 2021, including a cycleway to link Sydney Park and Mitchell roads and a new bus stop and pedestrian crossing to access Sydney Park.

“In a silently uploaded document, a major Sydney intersection lost its upgrade”, Daniel Lo Surdo, November 10, 2024, Sydney Morning Herald

Before this confirmation, TfNSW was drafting an Addendum Review of Environmental Factors (Addendum REF) to permit significant scope changes to be made (“Spreadsheet regarding Sydney Park Junction Project, dated 31 October 2024”, 25T-1420 Decision), and changes to scope requiring “Additional assess.” (and whether covered by Addendum REF draft) continued to be discussed afterwards (Presentation titled “Sydney Park Junction: Changes to Scope”, “Internal presentation of Sydney Park Junction Project, dated 14 November 2024”, 25T-1420 Decision).

One agenda item of a briefing to the Minister’s Office (“dated October 2024”) was “Changes to Design since REF Determination”, which described 5 significant “Changes to design since REF Determination” (including “Removed extension of cycleway between Mitchell Road to Euston Road”). However, it neglected to mention the scope exclusions made for cost cutting reasons documented that same month in an internal spreadsheet.

Earlier in the month, a similar internal presentation noted a next step as “Concurrence on the estimate to be undertaken – noting scope exclusions/inclusions” – highlighting the cost estimate of changed scope hadn’t yet been made. (“Internal presentation of Sydney Park Junction Project, dated October 2024”). The “next step” of “MO briefing to endorse way forward” appears to confirm this was an earlier meeting.

In fact, there were so many scope changes, that a spreadsheet dated 31st October 2024 was created to keep track of them all. By the 14th of November 2024, it appears there was an effort to count them all – a report noted that “14 changes to scope since the project was assessed have been identified” (out of 33 “key features”) (pg. 9). Some “key features” aren’t mentioned here (“Relocating existing VMS and CCTV camera” is listed as a “key feature” of the 2021 REF (pg. 26,27) and it is not counted in this report – so perhaps 14 changes is an underestimate. Additionally, not all scope reductions are captured as a key feature removal – for example, the 2021 REF included “On the western side of Mitchell Road between Sydney Park Road and the limit of the proposal area, a new off-road separated cycleway would be provided.” (pg. 69)

Please refer to the source documents as there are too many scope changes to easily summarise here.

The community will not be consulted on the Addendum REF (“6. Next Steps”, slide from “Internal presentation of Sydney Park Junction Project, dated October 2024”, GIPA 25T-1420 page 45).

How did this public confirmation from the Transport Minister in the “most widely read masthead in the country” that “upgrades would take place as the initial proposal publicly exhibited in 2021” turn into almost half of all key features being modified or removed due to “Funding constraint (utility impacts)” and “…funding constraints (associated drainage, utility and pavement works)”? (GIPA pg. 33)

If funding for active transport within TfNSW was increased from the 0.2% of all the total NSW transport funding to 20% as recommended by the UN, as per recommendation 16 of the Parliament of NSW inquiry into “Use of e-scooters, e-bikes and related mobility options” (2025-02-13) which the NSW Government “Support in principle” (2025-05-13), and as per the second TfNSW recommendation to the Transport Minister on the 19th of September 2024 (“note the opportunities and funding requirements to improve active transport outcomes”) – perhaps these scope changes made without public consultation behind closed doors would not be necessary.

I don’t believe there has been any significant increase in state or federal funding for active transport announced (let me know if I’ve missed something!)

More detailed answers to Jenny Leong’s questions in NSW Parliament

Faded sticker on end shared path sign (AU:R8-2,R7-4) with text “Westconnex: We Deserve Better; Public transport / Liveable Cities; Take Action at jennyleong.org/… [unreadable]”. Captured 2025-05-16.

I am thankful for the initiative and excellent questions asked by Jenny Leong in the Legislative Assembly of NSW Parliament 2024-11-20: https://www.parliament.nsw.gov.au/la/papers/pages/qanda-tracking-details.aspx?pk=101985

The Minister’s response only seems to concretely answer 3 of the 23 questions.

This lack of detail raises questions: Was the Minister fully informed about the changes? Did TfNSW provide comprehensive advice regarding the project’s scope alterations?

The limited information provided suggests potential gaps in communication between TfNSW and the Minister.

1. Regarding the revision of plans for Sydney Park Junction:

(a) What is the updated timeframe for revising the plans?

An Addendum REF to rationalise the reduced scope (which will not go through community consultation) is due Q1 2025 (Slide “Staged delivery, page 24, Sydney Park Junction – MO Update, October 2024, GIPA 25T-1420)

I directly asked TfNSW when the Addendum REF is due in the 2025-05-01 City of Sydney Cycleway Advisory Meeting (which I attend on behalf of Better Streets), and the answer of the representative was they do not know (as documented in minutes).

(b) What is the expected delivery date?

“Start Construction – Q3 2025”. In Phase 2, stage 1B estimate, Internal presentation of Sydney Park Junction Project, dated October 2024. GIPA 25T-1420 page 24.

Estimated completion date of construction is not specified.

(c) Are any elements of the project still being considered for removal by Transport for NSW?

Yes, plenty – too many for me to easily summarise. An internal TfNSW presentation (item 3) states (page 9):

14 changes to scope since the project was assessed have been identified.
Changes were identified by comparing the project’s 33 key features in the Submissions Report with the current scope of the project, and the IFT2 drawings were compared to the latest IFT drawings to visualise the changes.

Page 9, Sydney Park Junction: Changes to Scope, Item 3 (“dated 14 November 2024”), GIPA 25T-1420

I think this figure might actually be higher – for example, “Relocating existing VMS and CCTV camera” is listed as a “key feature” of the 2021 REF (pg. 26,27) and it is not counted in this report.

Changes to scope are detailed on page 12 (Internal presentation of Sydney Park Junction Project, dated 14 November 2024). See also the spreadsheet from page 4 (item 2).

(d) Is the revision happening due to funding shortfalls as stated by Transport for NSW and, if so, how much additional funding is needed to complete the plans as they were exhibited in 2021?

Yes.

The comment on the plan to retain the existing Mitchell Rd intersection (ie. a creative way of saying removing plans for the protected bicycle intersection) includes “Funding constraint (utility impacts).”

Regarding landscaping: “Landscaping removed on Sydney Park Road due to funding constraints (associated drainage, utility and pavement works)”

(Slide titled “Appendix A: Changes to Design since REF Determination”, Briefing to MO regarding Sydney Park Junction Project, dated October 2024, page 33, item 4). That is – the Ministers Office was briefed on this.

Additionally in CoS document “TRANSPORT FOR NSW’S CONCEPT DESIGN PLANS (5 MARCH 2020) CITY OF SYDNEY’S COMMENTS Actions for Transport for NSW 23 April 2020”, regarding Sydney Park Road:

The aim of this was to reduce the extent of works in order to stay within TfNSW budget.

How much additional funding is needed to complete the plans as they were exhibited in 2021? I haven’t been able to find any budget information.

2. Has the Road User Space Allocation Policy been corrected applied at the intersection of Sydney Park Road with Mitchell Road and what was the process of checking the compliance of the de-scoped project with other Transport for NSW strategies including the Walking Space Guide, the NSW Movement and Place Framework and the Cycleway Design Toolbox?

The GIPA docs don’t really address this, however it may be of interest that the removal of signalisation on Barwon Park Road has the comment “This is a community request and aligned with movement and place guidelines” (page 7, item 2)

Additional context of this community request is supplied on page 44:

This was to address IWC and Crown Street resident’s concerns regarding rat running due to signalisation. Providing an unsignalized intersection at Barwon Park Road is aligned with Transport’s Road User Space Allocation Policy and with place and movement functions.

(Slide “5. Recent Stakeholder Concern”, Internal presentation of Sydney Park Junction Project, dated October 2024 GIPA item 5, GIPA 25T-1420)

I haven’t dived into this but I’m unsure if this claim is correct.

Note also that the right hand side cuts off of the image on page 13 – the original design (IFT2) had signals on both sides of Barwon Park Rd, just out of frame, and close to where the mid block crossing has been moved. This may imply a reduction in Sydney Park Rd crossing points from four to two.

(3) Can you confirm if existing road space will be reallocated for the cycleway linking Sydney Park Road and Mitchell Road, rather than using the grass verge which would require the removal of a large number of mature trees?

It appears so – an on road cycleway seems to be the preferred plan (page 21). However “Appendix D: Connecting to Mitchell Road Cycleway” (page 55, Internal presentation of Sydney Park Junction Project, dated October 2024 GIPA item 5) shows 2 options, option 2 of which is so vague the design is a pink cloud around where it might land!

The spreadsheet on page 5 (GIPA Item 2, Spreadsheet regarding Sydney Park Junction Project) has unclear headings, but mentions under “Sydney Park Road and Mitchell Road intersection” both an on road facility and shared crossing option with “Retain existing lane configurations”

(4) Is the Government still intending to deliver all elements of the approved project scope including:

(a) New bus stop at Sydney Park Rd/Mitchell Rd intersection?**

No. As TfNSW is not building the cycleway between Mitchell Rd and Euston Rd, they don’t believe they need to relocate the existing bus stop from there:

“Bus relocation not required as cycleway no longer impacts it”, page 33

“No longer providing new bus facility on SPR due to no impact on the existing location. Bus Stop on Princes Highway near the Short Street intersection – still to be relocated” (page 5)

(b) Pedestrian crossing on western arm of the Sydney Park Rd/Mitchell Rd intersection?

Yes. One of the few things mentioned in Haylen’s response

Transport for NSW is liaising with City of Sydney and Inner West Council to finalise the design for the project, which includes the delivery of a new cycle path connection between Sydney Park Road and the Mitchell Road cycleway, as well as a pedestrian crossing on the western leg of the Sydney Park Road intersection.

(c) Dynamic community space for parklets on both sides of Princes Highway?

No. In some areas this will be widened footpaths instead (which personally, I think is a positive change – but a scope change nonetheless). The dynamic community spaces seemed too easy to turn into car parking – in fact, for one segment they are being turned into parking (south of Short St, page 15).

  • “Dynamic Community Spaces were removed as Council asset team did not want to maintain it (page 33)
  • “Landscaping removed on Sydney Park Road due to funding constraints (associated drainage, utility and pavement works)” (page 33)
  • “Designed assuming WC would provide ‘parklets’ which could be removed for e.g. food trucks during events.” (page 14)
  • “Was to be managed by Inner West Council (IWC) with use at their discretion. IWC did not want to take on asset management.” (page 14)

Slight concession:
“Providing an additional landscaping pit between Barwon Park Road and Short Street mid-block intersection and on Sydney Park Road between the indented bus bays and through lanes.” (page 7)

However: “Parking instead of footpath widening Footpaths up to Short Street and cycleway to May Street. (page 4)

(d) Landscaped buildouts on Sydney Park Road and Princes Highway?

No. “Landscaping removed on Sydney Park Road due to funding constraints (associated drainage, utility and pavement works)”

(Slide titled “Appendix A: Changes to Design since REF Determination”, Briefing to MO regarding Sydney Park Junction Project, dated October 2024, page 33, item 4). That is – the Ministers Office was briefed on this.

(e) 50+ new trees?

I’m unable to answer this – I didn’t spot any mentions in the GIPA, and otherwise haven’t heard any information regarding this.

(f) Reducing the design speed in the project area to 40 km/h or below?

On the Princes Highway – yes – I think. Both the scope spreadsheet (page 5), and retained features list (page 10) suggest this change will still be included:

Reducing the posted speed limit on Princes Highway from 60 kilometres per hour to 40 kilometres per hour from Campbell Street to Goodsell Street (page 5, GIPA Item 2, Spreadsheet regarding Sydney Park Junction Project, dated 2024-09-31).

Though alarmingly there is a comment in the same spreadsheet stating “Check if it is extending down to Campbell Street” (ie. the full extent of the scope).

It’s unclear if this is a guarantee of implementation, or a promise to review the speed limit upon completion. In a slide titled “5. Recent Stakeholder Concerns” (page 43) in the “Sydney Park Junction Internal Update” (October 2024) there is this row from a table:

Date: September 2024 From: Lord Mayor Clover Moore Concerns: Princes Highway no longer reduced to 40km/hr Comments: As per the REF display 2021, Transport for NSW will extend the 40km/hr on Princes Highway to Short Street following a speed review upon completion of Sydney Park Junction project.

However, there’s also something strange going on here. The Minister’s response to Jenny Leong’s question included:

“Transport for NSW has already redirected freight traffic and reduced speeds to 40 km/h on the Princes Highway to King Street and Sydney Park Road corridors”

This is a terribly challenging sentence to parse – what does it mean?

Does it mean that the speed limit has been changed to 40km/h through the intersection from the Princes Highway to King St / Sydney Park Road? That was completed a few months before November 2021 according to OpenStreetMap edit history – before the start of the project.

Does it mean that the speed limit is now 40km/h on the Princes Highway?

Well – by that interpretation – the statement is false. I checked on the 16th of May 2025 – the speed limit is still 60km/h on the Princes Highway between Campbell St and a few metres south of Goodsell Street. If you care to check the coordinates of the speed sign on OpenStreetMap you can do that here (see Mapillary info on the same date for more street imagery). This also aligns with the data on the TfNSW speed zones interactive map: https://opendata.transport.nsw.gov.au/data/dataset/speed-zones/resource/5c81e2c6-c153-41e7-8d1f-49ff1d920643

In this case, it appears TfNSW mislead the Minister. A slide titled “Communications and Engagement Strategy” of the Ministers Update presentation (page 28, MO Update October 2024) states:

To date, as part of the Sydney Park Junction project, Transport has: implemented new speed limits of 40km/h on the Princes Highway between Campbell Street and May Street …

Unless the speed limit was temporarily changed before October 2024 and later reverted, the available data does not support this claim.

While it may appear minor, this point constitutes a substantial portion (perhaps one-third) of the Minister’s response and merits clarity.

(g) Removing the slip lane at Sydney Park Rd/Princes Highway intersection?

No. It appears TfNSW is not redesigning it because they don’t have permission or it costs too much to relocate the Transurban owned Variable Message Sign.

“VMS sign relocation – owned by Transurban and there is no location to move” and “No longer relocating VMS” on page 16.

(h) New mid-block pedestrian crossing on Princes Highway north of Short Street?

I think so. I assume this exists in the current plans, but it is not shown in the IFT4/current scope plans because it isn’t changed (“A new signalised pedestrian crossing on Princes Hwy north of Short St to improve access across Princes Hwy” is under “Key features maintained within the scope” on page 10).

(i) New mid-block pedestrian and cyclist crossing on Princes Highway between May Street and Goodsell Street?

Moved I think. “Relocated mid-block intersection to south of May Street – Short Street mid-block intersection will be provided”

(j) Separated cycleway on the western side of King Street between May Street and St Peters square?

Yes.

“Separated cycleway on Princes Highway between Sydney Park Road to Barwon Park Road with a mid-block crossing past May Street”

(Current Project Scope, page 41, slide “2. Project Objectives”, “Internal presentation of Sydney Park Junction Project, dated October 2024
GIPA item 5″.

(k) Separated cycleway on the southern side of Sydney Park Road between Princes Highway and Mitchell Road?

Not on the southern side, but the temporary popup cycleway on the north side was retained in stage 1 and is complete.

(l) Separated cycleway on the western side of Mitchell Road between Sydney Park Road and existing cycleway?

I think this is considered part of the Mitchell Rd & Sydney Park Rd intersection, and so refer to answer for 4a. The cycleway north of the intersection has already been built by the City of Sydney.

The Addendum REF proposes to exclude any civil works on East of Mitchell Road (on Sydney Park Road)

The lack of any civil works east of Mitchell Road means any road space reallocation must be done with paint – which is not in line with the City of Sydney’s recomendation or TfNSW Beyond the Pavement standard.

This also results in the removal of hundreds of metres of cycleway, which even if they couldn’t connect to any cycleways at Euston Road – would greatly benefit residents along the medium density development in the area.

The City of Sydney recommended in April 2020:

Retain car parking lane and as per previous discussions include new street trees at 14 metre centres, in line with the parking bays – see Attachment 2. This helps to visually narrow the road and reduce speeds in line with the Beyond the Pavement to make self-explaining road environments.

CoS comments on TfNSW concept design plans (23 April 2020, on plans dated 5 March 2020)

From the Beyond the Pavement TfNSW standard:

Consider road width narrowing

Consider the potential for transferring traffic lanes (particularly ones that were historically added as the traffic volumes increased) to footpath space, parking and cycle ways and the potential for incorporating trees. A narrower road carriageway creates a strong visual cue as to the speed drivers should travel.

Safely introduce tree planting

Consider the potential for tree planting in towns as visual cues to encourage slower speeds but also create a cooler environment and improve the overall liveability. Slower speeds and road narrowing create opportunities for canopy cover over road and footpath space, and create a street atmosphere less dominated by traffic.

From “3.8.6 Considerations for bypassed roads”, “Beyond the Pavement” standard, TfNSW Standards Portal

Why do the October 2024 internal TfNSW slides mention “Descoped as approved by MO Nov 2024”?

Item 5, titled “Internal Update … October 2024” includes “Western leg crossing at Mitchell Road and Sydney Park Road intersection” …”Descoped as approved by MO Nov 2024 and in July 2024.” (page 44). 

“MO briefing to endorse way forward” is on the next page as a “Next step”, which I assume refers to the Item 4 presentation (as presentation is titled MO Update and was dated the same month).

The item 4 presentation (marked October 2024) included “RECOMMENDATION 1. That the Minister for Transport: 2. Approves the staged delivery of Sydney Park Junction”.

The timeline of decision-making remains unclear. It’s possible these comments were prepared in anticipation of a Ministerial decision.

Was the Mitchell Road and Sydney Park Road intersection re-included in scope due to community concerns?

Yes. GIPA 25T-1420 includes that:

Due to community concerns on the 1.8m shared path width. Transport is investigating cycleway connection options between Sydney Park Road to Mitchell Road on-road cycleway.

Slide titled “5. Recent Stakeholder Concerns”, GIPA item 5, “Internal presentation of Sydney Park Junction Project” dated October 2024, page 44, GIPA 25T-1420

Was the Mitchell Road intersection (and other scope beyond the popup cycleway implementation) always planned to be implemented?

No. As of October 2024, not even the contract for design work for any scope beyond Stage 1A had been signed. That this design work could be a variation suggests it was not originally intended to be done before the public backlash or ministerial intervention.

Remaining design works (Stage 1B and Stage 2) to be undertaken by Jacobs as a variation/new contract or within Transport – TBC Timing to be confirmed by I&P

  • Slide titled “6. Next Steps”, GIPA item 5, “Internal presentation of Sydney Park Junction Project” dated October 2024, page 44, GIPA 25T-1420

Note that Stage 1A is “Two-way separated cycleway on Sydney Park Road (extent of existing pop-up cycleway) connecting to existing shared path at either end with a wide flared ramp entry”.

Did Transport Minister Jo Haylen promise the original REF design?

Yes.

See the Sydney Morning Herald article on this 2025-05-27: “The transport minister made a safety promise. Four days later, it was torn apart”.

On November 10th, 2024, the Sydney Morning Herald reported that

Haylen’s office confirmed the upgrades would take place as the initial proposal publicly exhibited in 2021, including a cycleway to link Sydney Park and Mitchell roads and a new bus stop and pedestrian crossing to access Sydney Park.

It remains unclear whether the deviations from the initial proposal since this statement resulted from miscommunication, lack of directive authority, or other factors.

An “Internal presentation of Sydney Park Junction Project” dated 14 November 2024 (GIPA item 3, GIPA 25T-1420 page 8) states that 14 changes to scope since the project was assessed have been identified. It details that changes were identified by comparing the project’s 33 key features in the Submissions Report with the current scope of the project.

How did these scope cuts get approved?

According to these new documents “Descoped Sydney Park Road approved by MO [ministers office] Nov 2024 and in July 2024.” (page 44, GIPA 25T-1420).

The following quote from an opinion piece – if referring to this project – suggests that the Minister was not told.

A motorway project which included active transport links had all of those important details removed without the Minister being told, and this has exposed some of the people who aren’t following what the policies say or what the Minister wants.

Fiona Campbell, interview: “How Sydney has rebranded itself from the “city that hates bikes”, Zag Daily, Sela Musa, 13 December 2024

It remains unclear how these scope changes were processed and whether full Ministerial oversight was maintained (if referring to this project).

Are any features beyond Stage 1 scope funded?

As of October 2024 – no. Funding for any design work beyond Stage 1A does not appear to be confirmed, let alone construction.

Remaining design works (Stage 1B and Stage 2) to be undertaken by Jacobs as a variation/new contract or within Transport – TBC Timing to be confirmed by I&P

Slide titled “5. Next Steps”, item 4, “Briefing to MO regarding Sydney Park Junction Project, dated October 2024”, GIPA 25T-1420 page 45

Another page in these documents states “Stage 2 if approved will result in scope similar to REF display on Princes Highway.”

Is Barwon Park Road slip road being retained due to Transurban-owned Variable Message Sign?

Unclear. Comments in GIPA 25T-1420 suggest this intersection is not being redesigned into a signalised, non-slip lane intersection because TfNSW does not have permission, funding, or location to move the sign to.

See “VMS sign relocation – owned by Transurban and there is no location to move” and “No longer relocating VMS” on page 16.

Is the Sydney Park Junction project a requirement of the WestConnex conditions of approval?

Yes. If B51 states, “All identified works arising from this condition are to be implemented by the Proponent.”, and B50 states “The Review must identify (and consider), but not be limited to: … (c) the King Street Gateway Project, including potential Princes Highway traffic calming initiatives;”, then a reasonable person would consider the Sydney Park Junction Project (the new name for the King Street Gateway Project) to be a requirement of the WestConnex conditions of approval.

If B51 does not “identify” the “King Street Gateway Project”, then condition B51 does not meet the condition of approval of B50. Logically, for B50 and B51 both to be met, the Sydney Park Junction Project must be “implemented by the Proponent”.

In the words of Clover Moore: “The project is a condition of consent for WestConnex.” (Letter, 5th September 2024)

In the words of the Inner West council:

The project is not part of WestConnex, but is a requirement of New M5 Condition of Approval B44, which states: “The SSI [State Significant Infrastructure] must be designed to not preclude delivery of the King Street Gateway Project. Consultation with the relevant council(s) must be undertaken during detailed design of the SSI to facilitate integration of the two projects. Current traffic modelling and assessment, and the results of the Road network Performance Review Plan as required in Condition E40 wherever applicable, must be provided to the relevant authority and used in the development of the King Street Gateway Project.”

Notes from meeting between Inner West Council (IWC) & Roads & Maritime Services (RMS) re King Street Gateway project (WestConnex New M5) 27 April 2017 11am-12noon at Leichhardt Service Centre

Note this does not state it is part of WestConnex.

TfNSW claims delivery of the Sydney Park Junction Project is not a WestConnex Ministers Condition of Approval

The delivery of the Sydney Park Junction Project (also known as King Street Gateway Project) is not a WestConnex Ministers Condition of Approval as stated in B44, B50 and B51.

Slide titled “1. Ministers Condition of Approval (B44 & B50 & B51)”, Page 38, Sydney Park Junction Internal Update (October 2024), TfNSW, GIPA 25T-1420

It also includes on the same page:

The determined Sydney Park Junction REF states the following “The proposal is consistent with approval conditions B44, B50, B51 of the M8 Motorway (Stage 2) project by providing traffic calming initiatives along King Street/Princes Highway and Sydney Park Road and upgrading pedestrian and bicycle pathways within one kilometre of the St Peters Interchange.”

Original text of approval conditions

Referring to the original approval conditions (WestConnex Stage 2 – New M5, SSI 6788, including Mod 1-6, https://www.linkt.com.au/content/dam/linkt/sydney/westconnex-m8/WestConnex_M8_New_M5_CoA.pdf)

B44

The SSI must be designed to not preclude delivery of the King Street Gateway Project. Consultation with the relevant council(s) must be undertaken during detailed design of the SSI to facilitate integration of the two projects. Current traffic modelling and assessment, and the result of the Road Network Performance Review Plan as required in condition E40 where applicable, must be provided to the relevant authority and used in the development of the King Street Gateway Project.

B50

The Proponent must undertake a Pedestrian and Cycleway Network Review. The Review must be prepared and approved by the Secretary within six months from the date of this approval (or as otherwise agreed by the Secretary) to identify pedestrian and cycle facilities that are to be provided by the Proponent as part of the SSI. The Review must be prepared by a suitably qualified and experienced person(s) that has been approved by the Secretary. The Review must be undertaken in consultation with the relevant councils and Bicycle NSW and address the matters raised during consultation. The Review must identify (and consider), but not be limited to:

(a) current and future land use and associated pedestrian and cycle demand and needs;
(b) pedestrian and cycle impacts associated with the project;
(c) the King Street Gateway Project, including potential Princes Highway traffic calming initiatives;
(d) Alexandra Canal initiatives;
(e) regional and local pedestrian and cycling strategies;
(f) pedestrian and cycle safety, accessibility and connectivity, including to the public realm;
(g) intersection and signal phasing opportunities to reduce waiting and crossing times for pedestrians and cyclists;
(h) provision of upgraded cycle and pedestrian facilities within 1,000 metres of the boundary of the St Peters Interchange, apart from the areas addressed in conditions B62(c) and B64; and
(i) concept designs for pedestrian and cycleway infrastructure and implementation timeframes.

The Review is also to consider the delivery of the ‘M5 East Green Link’ between Kingsgrove and Mascot approved as part of the M5 East Motorway project. The review shall address past constraints to the delivery of this project and options to overcome these constraints.

The Review must not result in a reduced level of cycle and pedestrian infrastructure as identified in the documents referred to in condition A2, unless required by these conditions.

B51

A detailed Pedestrian and Cycle Implementation Strategy must be submitted to the Secretary within 12 months of the date of this approval (or as otherwise agreed by the Secretary) and implemented at the commencement of project operations, except as permitted by this approval. The strategy must be prepared in consultation with relevant councils and Bicycle NSW. The Strategy must be consistent with the approved Pedestrian and Cycleway Network Review and include:

(a) pedestrian and cycle engineering and safety standards;
(b) a safety audit of existing and proposed pedestrian and cycle facilities to address the above standards (including the shared path audit undertaken for the King Georges Road Interchange Project SSI-6547);
(c) details of selected routes and connections to existing local and regional routes; (d) timing and staging of all works;
(e) infrastructure details, including lighting, safety, security, and standards compliance;
(f) signage and wayfinding measures; and
(g) details of associated landscaping works.

The Strategy shall be endorsed by a suitably qualified and experienced person(s) approved by the Secretary. The endorsement shall address each of the listed matters in this condition.

All identified works arising from this condition are to be implemented by the Proponent.

The state of cycleway and footpath funding

The active transport budget for the entire state of NSW was $38.5 million in 2022/2023 – 0.2% of all the total NSW transport funding over the same duration, and 0.188% of the WestConnex motorway sale figure.   On the 13th of February 2025, the Parliament of New South Wales released the report of an inquiry into “Use of e-scooters, e-bikes and related mobility options”, which included this recommendation:

That the NSW Government, in allocating funds to active transport in the NSW Budget, ensure better alignment with the proportion of active transport trips taken and the United Nations recommendation for active transport to be allocated 20 per cent of transport budgets.

Recommendation 16, Parliamentary Inquiry into “Use of e-scooters, e-bikes and related mobility options”, NSW Legislative Council, Final report, 2025-02-13.

The NSW Government delivered a response Tuesday 13th May 2024 that they “Support in principle” this recommendation (which even included “The NSW Government is also delivering improvements to Transport assets, by doing things like improving traffic signals to better prioritise pedestrians…” – perhaps one day this will be verifiable with open data)

Jenny Aitchinson’s comments in the recent ROM cycling and micromobility plan are encouraging:

Safe infrastructure designed for children benefits all riders, making cycling more accessible for people of all ages and abilities. To achieve this, we need increased investment in safe and connected active transport infrastructure.

Ministers’ foreword (pg. 4), Regional and Outer Metropolitan Cycling and Micromobility Plan 2025-2035, May 2025

Timeline of the project

See timeline at https://jakecoppinger.com/2024/11/sydney-park-junction-november-2024/#aioseo-an-unofficial-timeline-of-sydney-park-junction-project

I directly asked TfNSW when the Addendum REF is due in the 2025-05-01 City of Sydney Cycleway Advisory Meeting, and the answer of the representative was they do not know.

Site photos

Sydney Park Road, looking east at Mitchell Rd pedestrian crossing. There appears to be no plans for civil works anywhere east of here (ie. within the frame of this photo). The City of Sydney states this will be a local road. Captured 2025-05-22.
Sydney Park Road, looking west from Euston Rd. Captured 2025-05-22.
Plans for signalised pedestrian crossings at Barwon Park Road / Princes Highway have been removed. Captured 2025-05-16.
VMS that recent plans show will not be moved. Princes Highway is 60km/h here. Captured 2025-05-16.
Captured 2025-05-22. I didn’t spot any mirrors, and comparing with video of footpath captured 2024-09-08 this line appears to have been repainted – but not through the corner.

The post Not enough funding for Sydney Park Junction – Addendum REF to cut scope first appeared on Jake Coppinger.

]]> https://jakecoppinger.com/2025/05/not-enough-funding-for-sydney-park-junction-addendum-ref-to-cut-scope/feed/ 0 No Signal for Pedestrian Safety: TfNSW Refuses Signal Data During National Road Safety Week https://jakecoppinger.com/2025/05/no-signal-for-pedestrian-safety-tfnsw-refuses-signal-data-during-national-road-safety-week/ https://jakecoppinger.com/2025/05/no-signal-for-pedestrian-safety-tfnsw-refuses-signal-data-during-national-road-safety-week/#respond Wed, 14 May 2025 14:03:44 +0000 https://jakecoppinger.com/?p=1867 This week is National Road Safety Week. Traffic injury is the biggest killer of Australian children under 15 and the second-biggest killer of all Australians aged between 15 and 24. 50 people walking are killed on NSW roads and streets every year and this figure is trending up. Many of these people are killed waiting at signals or taking risks to cross streets because signal wait times are too long.

The post No Signal for Pedestrian Safety: TfNSW Refuses Signal Data During National Road Safety Week first appeared on Jake Coppinger.

]]> Edit: We received a reply: “…Transport does not publish the specific data requested as a matter of policy…”

This week is National Road Safety Week. Traffic injury is the biggest killer of Australian children under 15 and the second-biggest killer of all Australians aged between 15 and 24 (NRSW). 50 people walking are killed on NSW roads and streets every year and this figure is trending up. Many of these people are killed waiting at signals or taking risks to cross streets because signal wait times are too long.

Traffic signals are quite literally at the intersection of our urban spaces, transport policy, and pedestrian safety. I wrote directly to the Secretary of Transport for NSW (TfNSW) Josh Murray “on behalf of WalkSydney to request that Transport for NSW make SCATS [Sydney Coordinated Adaptive Traffic System] traffic signal phasing data publicly accessible in the interest of transparency, better planning, and inclusive transport outcomes”. My letter was co-signed by the President of WalkSydney (Tegan Mitchell) and President of Better Streets (Sara Stace).

On the 13th of May I received a reply to my request, which along with factual errors and misrepresentations stated:

Transport also does not plan to establish a scheme or arrangement for the publication of that data for the NSW road network and signalised intersections.

Brenda Hoang (Deputy Secretary, Finance Technology and Commercial Division, Group Chief Financial Officer, TfNSW), on behalf of the Secretary for Transport (Josh Murray)
Letter (OTS25/01450) dated 2025-05-09 (received 2025-05-13)

This blog post reproduces my response letter in full (which corrects factual errors and misrepresentations in the response I received) along with my initial request letter and TfNSW’s initial response. I hope you may learn something interesting from them.

Data recently presented to the TfNSW Active Transport Community of Practice (2024-06-20) documented higher rates of unsafe crossing in the City of Sydney due to dangerously long waits at signals, aligning with international evidence (Martin, A. (2006. Factors influencing pedestrian safety: a literature review (No. PPR241). Wokingham, Berks: TRL (Transport for London), Baass K G (1989). Review of European and North American practice of pedestrian signal timing. Prepared for RTAC Annual Conference Calgary, Alberta.)

People walking and using other active modes in NSW often face long and unpredictable waits at intersections. This is well understood – a 2020 report by Gehl Architects on Sydney stated “The reduction in waiting times has improved pedestrian amenity, however further improvements can be made”. Improvement in priority for pedestrians is listed as action 7 of focus area 5.1 of the current TfNSW Active Transport Strategy:

Action 7: Improve priority for walking trips in centres, towns and villages, such as reallocating road space to widen footpaths and providing more frequent and longer duration pedestrian crossing phases at traffic signals.

Action 7, of focus area 5.1 “Enable 15-minute neighbourhoods”, current TfNSW Active Transport Strategy 2022 (pg 14). Listed as an “Immediate actions (completed or initiated within 5 years)”

Understanding signal timing is crucial for the public to evaluate progress toward this action, to evaluate signal timing against the City of Sydney’s excellent target of “A maximum wait time at intersections of 45 seconds for people walking with a target of 30 seconds” and to assess compliance with the updated mandatory TfNSW Road User Space Allocation Policy.

Without access to data, the public cannot learn whether outcomes are improving.

I have previously written on the design and politics of traffic signals and how they affect people walking and riding in Sydney:

Table of contents

WalkSydney Letter, 2025-05-14

(Original letter PDF: https://files.jakecoppinger.com/tfnsw-open-signal-data/2025-05-14 Reply – Outgoing corro to Brenda Hoang (TfNSW) SCATS data release.pdf)

2025-05-14 

Transport for NSW 
231 Elizabeth Street 
Sydney NSW 2000 

brenda.hoang@transport.nsw.gov.au 

cc. 

Josh Murray (josh.murray@transport.nsw.gov.au)
Roy Brown (roy.brown@transport.nsw.gov.au) 

Re: Public Access to SCATS Traffic Signal Phasing Data 

Dear Brenda Hoang, 

Thank you for your considered response. 

I appreciate your open invitation of further correspondence and for myself, WalkSydney, and other interested parties to meet with your Sydney Coordinated Adaptive Traffic System (SCATS) team. 

I have a strong appreciation of the challenging work undertaken by the TfNSW Network Operations team in designing, operating and managing the complex trade-offs required to serve the diverse stakeholders of signal timing (which I have previously stated publicly). 

However, we are disappointed to learn that “Transport also does not plan to establish a scheme or arrangement for the publication of that data for the NSW road network and signalised intersections.”, and we request a reconsideration of this position. 

1. What We Are Requesting 

We are requesting that Transport for NSW (TfNSW) begin regularly publishing historical signal phasing data – for example, on a monthly basis – for signalised intersections across NSW. 

Specifically, we seek the cycle time of each intersection, for each cycle that runs, and the time allocated to each signal phase. 

We do not request: 

  • Traffic volume data 
  • Interpretations or analysis of the data 
  • Guarantees of data accuracy 
  • Internal decision-making rationale 
  • Algorithmic details or communication protocols 
  • Technical drawings of physical infrastructure 

This is about transparency, not intellectual property or cybersecurity. The data we request consists of outcomes, not inputs or methods. 

2. Why you should release this information 

Transparency and accountability are cornerstones of good governance. The public has already paid for the infrastructure and expertise that generates this data. The information belongs to the people of NSW. There is a strong public interest in understanding how traffic signals affect mobility and safety – there have been several recent media articles, including from the Sydney Morning Herald and ABC. 

People walking and using other active modes often face long and unpredictable waits at intersections. Improvement in priority for pedestrians is an action 7 of a focus area 5.1 of the current TfNSW Active Transport Strategy: 

Improve priority for walking trips in centres, towns and villages, such as reallocating road space to widen footpaths and providing more frequent and longer duration pedestrian crossing phases at traffic signals.

Action 7, of focus area 5.1 “Enable 15-minute neighbourhoods”, TfNSW Active Transport Strategy (pg 14) 

The updated TfNSW Road User Space Allocation Policy states it must be followed when allocating temporal road user space: 

This policy sets out the mandatory principles and requirements Transport staff must follow when allocating physical and temporal road user space safely and equitably to support the movement of people and goods and place objectives. (emphasis mine) 

Transport must allocate road user space based on the following principles:
…
– allocate road user space based on the network vision and road functions, considering all road users in order of: 

  1. walking (including equitable access for people of all abilities)
  2. cycling (including legal micro-mobility devices) 
  3. public transport 
  4. freight and servicing 
  5. point to point transport 
  6. general traffic and on-street parking for private motorised vehicles. 

Signals are explicitly defined as in scope for temporal allocation: 

Temporal allocation: Optimising how space is allocated throughout the day, week or year. This includes the dynamic control of space, access, level of priority, speed and kerbside use through signage, signals, and other technology  

(7. Definitions, pg. 6. TfNSW RUSAP. Emphasis mine.) 

We are grateful that, as you stated TfNSW “…remain committed to our purpose to make NSW a better place to live, work and visit by delivering a safe, reliable and sustainable transport network”. 

It is currently the National Road Safety Week. We note that data recently presented to the TfNSW Active Transport Community of Practice (2024-06-20) documented higher rates of unsafe crossing in the City of Sydney due to dangerously long waits at signals, aligning with international evidence (Martin, A. (2006. Factors influencing pedestrian safety: a literature review (No. PPR241). Wokingham, Berks: TRL (Transport for London), Baass K G (1989). Review of European and North American practice of pedestrian signal timing. Prepared for RTAC Annual Conference Calgary, Alberta.) 

50 people are killed on NSW roads and streets every year, this figure is trending up – and many of these people are killed waiting at signals or taking risks to cross streets because signal wait times are too long. 

We believe releasing such signal timing data is in the public interest of transparency, better planning, and inclusive transport outcomes which could reduce harm and assist the shift to sustainable modes. 

Understanding signal timing is crucial for the public to evaluate progress toward action 7 of focus area 5.1 of the TfNSW Active Transport Strategy, and assess compliance with the mandatory Road User Space Allocation Policy. Without access to data, the public cannot assess whether outcomes are improving. 

3. Factual errors and misrepresentations 

TfNSW statement in 2025-05-09 letter Correction 
“We also note that the last published set of ‘signals data’ from WA Main Roads, a customer of SCATS, is from October 2023. As such, it is historical and not maintained as a real-time or near real-time data set.” This is factually incorrect.

In the third paragraph of my 2025-04-16 letter I include a hyperlink, which points to a page titled “Historic Traffic Data at Signalised derived by SCATS”: https://mainroads.maps.arcgis.com/home/item.html?id=327c0f079090426c8e1e64b07972b3ee#overview. This site clearly states “Item updated: 28 Apr 2025”. Following the “Open” button on this page shows several folders of traffic data, clearly labelled from 2024-11 to 2025-04.

This could not have changed between our correspondence; the Internet Archive captured the April 2025 update on April 7th – nine days before I sent my prior letter.

I am unable to find a ‘signals data’ dataset dated October 2023 on https://catalogue.data.wa.gov.au/ or https://mainroads.maps.arcgis.com/. 
“Data on traffic volumes is available for a cost-recovery fee from Transport.” We did not request traffic volume data. This is a misrepresentation.

In my prior letter I “…request that Transport for NSW make SCATS traffic signal phasing data publicly accessible..”

While we would welcome such data to be made open, we understand sensitivities around the accuracy, commercial value and possibility of misinterpretation of sensor derived vehicle volumes. 
“If you are interested in a traffic signal report, data or service, please complete the relevant form, by following the link below. You can also view the schedule of fees for specialist services provided by the Network Operations on the form page.” The process you describe to request traffic signal data by completing the linked form states a cost no less than $200 for a single intersection (TCS site). None of the form options offer non-interpreted (raw) SCATS history file, or options for network-wide signal timing data.

Your letter describes WA Main Roads as a “customer” of SCATS. It is difficult to believe that a customer agency is capable of exporting signal timing data in a machine-readable GeoParquet format under a Creative Commons license (free and open source), yet the agency that develops and maintains SCATS cannot. We find it implausible that TfNSW lacks the technical capability to release similar data.

The public has already paid for the infrastructure and expertise that generates this data. The information belongs to the people of NSW. SCATS is owned by the state of NSW. 
“As such, the optimisation algorithm and related information form part of the intellectual property at the core of the SCATS product and is considered commercially sensitive information.” We did not request the optimisation algorithm or any information that may be considered intellectual property, or any commercially sensitive information. This is a misrepresentation.

We do not consider signal cycle time or time spent on each phase commercially sensitive, as we do not request the input information used to determine such outputs. If it was, the described WA Main Roads data would be releasing commercially sensitive information and core SCATS intellectual property. Please let us know (and WA Main Roads) if this is the case.

Additionally, the director of TfNSW Network Operations himself stated in the Q&A of a public AITPM talk:

> “…Do we have any real objection to providing that data as operators, to providing that data openly? No, I don’t think so. But exactly what the government and transport at a senior executive level wants to do, obviously that hasn’t been determined yet.” 
(2025-02-06) (Link to full quote) 
“Additionally, for cybersecurity reasons, SCATS cannot provide detailed information on how the algorithm-driven optimisation messages are communicated to the physical infrastructure. That information is kept confidential to protect the safety critical systems that control the signal phases and timing in NSW intersections from cyberattacks.” We did not request “detailed information on how the algorithm-driven optimisation messages are communicated to the physical infrastructure”, or any related internal architecture, or any technical drawings of physical infrastructure. This is a misrepresentation.

In my prior letter I “…request that Transport for NSW make SCATS traffic signal phasing data publicly accessible..”

We do not request information on how messages are communicated to the physical infrastructure, only the resultant cycle time and temporal allocation made for each phase as reported back to the operator.

While we would welcome such data being made open, we do not request engineering diagrams of physical infrastructure installations. We do note that WA Main Roads publishes digital copies of pavement & signage engineering drawings and signal arrangement drawings for every signal, and VicRoads publishes Traffic Signal Configuration Data Sheets (“Op Sheets”). 

4. Further context of Australian precedent of releasing open signal data 

WA Main Roads previously published a real-time websocket feed of signal timing. I understand that in December 2024 they were undertaking a significant upgrade of their IT infrastructure and systems. To continue to support the SCATS Open Data Feed, an upgrade and migration of all its components would be necessary. Such a solution was deemed to be time-consuming, costly, require a complete re-write of the underlying solution and result in ongoing overhead. 

I proposed that WA Main Roads consider providing regular monthly exports of the previously streamed real-time signal data. This approach offers lower ongoing maintenance than a live feed while preserving the public benefits of transparency and improved planning. 

By 2025-01-21, the WA Main Roads Open Data Governance Committee had decided to pursue this suggestion, initially through monthly data dumps, with the potential for automated weekly updates in future. By 2025-04-07 they had published over 8GB of GeoParquet data – an impressive 76 days later. I greatly appreciate their leadership in open data governance and technical excellence. 

I look forward to your response. 

Kind Regards, 
Jake Coppinger 
on behalf of WalkSydney 

Jointly signed by 

– Tegan Mitchell, President of WalkSydney 

– Sara Stace, President of Better Streets 

WalkSydney is the peak body advocating for walking in the Greater Sydney Region. 

WalkSydney’s vision is for walking to be the first choice for short trips around Sydney. 

WalkSydney has three key asks: 

  • 30 km/hr urban default speed 
  • streets that are safe and easy to cross 
  • pedestrian priority over cars 

WalkSydney is a member of the Better Streets coalition, an collection of hundreds of community organisations advocating for better streets in Australia 

TfNSW Letter OTS25/01450 (received 2025-05-13)

(Original letter PDF: https://files.jakecoppinger.com/tfnsw-open-signal-data/OTS25_01450 – SCATS traffic signal phasing data release.pdf)

Transport for NSW


Mr. Jake Coppinger

The WalkSydney Organisation
Level 4, 68 Wentworth Ave
SURRY HILLS NSW 2010

Via email jake@jakecoppinger.com
OTS25/01450


Re: SCATS traffic signal phasing data release 9 May 2025

Dear Mr. Coppinger,

Thank you for your recent correspondence to the Secretary of Transport for NSW and for sharing your advocacy on behalf of people walking and riding in Greater Sydney. In this instance the Secretary has asked me to respond to you on his behalf.

Currently, Transport for NSW (Transport) does not routinely publish traffic signal phase and timing information. Transport also does not plan to establish a scheme or arrangement for the publication of that data for the NSW road network and signalised intersections.

The Sydney Coordinated Adaptive Traffic System (SCATS), which controls signal phase selection and timing for each individual intersection, operates as a coordinated and adaptive system. This means that each intersection has varying timing and phase selections that are based on the vehicle and pedestrian demand, the time of day, and the minimum safety parameters of each intersection in the NSW road network. With more than 4,500 intersections, configurations change minute by minute as each phase is altered, extended, shortened or skipped in response to real time demands. SCATS uses machine learning principles to update the timing and phase selections in real-time to optimise traffic flow. Any publication of this data will be outdated by the time it is released.


The relationship between the volume, vehicle and pedestrian demand and responsive signal phase and timing is governed by SCATS central optimisation algorithm and by any manual interventions or configurations performed by Transport road network operators. As such, the optimisation algorithm and related information form part of the intellectual property at the core of the SCATS product and is considered commercially sensitive information.


Additionally, for cybersecurity reasons, SCATS cannot provide detailed information on how the algorithm-driven optimisation messages are communicated to the physical infrastructure. That information is kept confidential to protect the safety critical systems that control the signal phases and timing in NSW intersections from cyberattacks.

We also note that the last published set of ‘signals data’ from WA Main Roads, a customer of SCATS, is from October 2023. As such, it is historical and not maintained as a real-time or near real-time dataset.


Data on traffic volumes is available for a cost-recovery fee from Transport. If you are interested in a traffic signal report, data or service, please complete the relevant form, by following the link below. You can also view the schedule of fees for specialist services provided by the Network Operations on the form page.

Traffic signal request form – https://www.transport.nsw.gov.au/trafficsignal


We remain committed to our purpose to make NSW a better place to live, work and visit by delivering a safe, reliable and sustainable transport network. To that end, we welcome further correspondence
and share an open invitation for The WalkSydney, Mr. Coppinger and any other interested members to meet with our SCATS team and further understand the system and the way Transport applies its
capabilities.


If you have any further questions, please contact Roy Brown, Director Technology SCATS from our Finance, Technology & Commercial Division at Roy.Brown@transport.nsw.gov.au.


I hope this has been of assistance.
Sincerely,
Brenda Hoang


Deputy Secretary, Finance Technology and Commercial Division
Group Chief Financial Officer


Cc:
Roy Brown Roy.Brown@transport.nsw.gov.au
Tegan Mitchell, President of WalkSydney tegan.mitchell@walksydney.org
Sara Stace, President of Better Streets sstace@betterstreets.org.au

OFFICIAL
231 Elizabeth St, Sydney NSW 2000
(02) 8202 2200
PO BOX K659 HAYMARKET NSW 1240

WalkSydney Letter 2025-04-16

(Original letter PDF: https://files.jakecoppinger.com/tfnsw-open-signal-data/Outgoing corro to TfNSW Secretary SCATS data release.pdf)

Secretary 
Transport for NSW 
Level 31, 320 Pitt Street 
Sydney NSW 2000 

josh.murray@transport.nsw.gov.au 

Dear Mr Murray, 

Re: Public Access to SCATS Traffic Signal Phasing Data 

We are writing on behalf of WalkSydney to request that Transport for NSW make SCATS traffic signal phasing data publicly accessible in the interest of transparency, better planning, and inclusive transport outcomes. 

As you know, the Sydney Coordinated Adaptive Traffic System (SCATS) plays a central role in managing vehicle movements across Sydney’s road network. However, despite its scale and impact, there is limited public visibility into how signal phasing decisions are made, particularly in relation to how these choices affect people walking, riding, and accessing public transport. 

In contrast, the Western Australian Government has taken a significant step forward by publishing SCATS signal phasing data online — free and accessible to all. This openness supports evidence-based advocacy, allows communities and researchers to understand trade-offs, and ensures accountability for how public infrastructure serves all users of the street network. We believe signal timing should be as public as a train or bus timetable. 

We believe similar access in New South Wales would be an important step toward aligning with Government commitments to Vision Zero, Net Zero, and modal shift. 40% of people in NSW don’t have a driver licence, and more than that don’t drive, but we don’t have those stats. 

Right now, the needs of people walking and riding are not meaningfully represented in the SCATS framework. Advocates and planners lack the information needed to make the case for safer, more equitable signal timing — especially for children, older adults, people with disabilities and everyone in between.  

We understand from conversations with TfNSW staff that there is a historic reason for SCATS data being charged – and that was to suppress the number of requests and therefore administration costs, in an era before the Open Data Hub. We believe this is no longer valid, as it places an unfair administrative and financial cost on the public, compared to providing the data on the portal. 

We therefore respectfully request that Transport for NSW: 

  1. Provide public access to SCATS traffic signal phasing data across the network, or 
  1. Publish a roadmap outlining how and when this data will be made available, and 
  1. Engage with advocates and accessibility groups on opportunities to make SCATS more responsive to the needs of vulnerable and active transport users. 

We would welcome the opportunity to discuss this further and work collaboratively to ensure our traffic signal system reflects the priorities of a modern, inclusive transport network. 

Yours sincerely, 
Jake Coppinger 
on behalf of WalkSydney 

Jointly signed by 

– Tegan Mitchell, President of WalkSydney 

– Sara Stace, President of Better Streets 

WalkSydney is the peak body advocating for walking in the Greater Sydney Region. 

WalkSydney’s vision is for walking to be the first choice for short trips around Sydney. 

WalkSydney has three key asks: 

  • 30 km/hr urban default speed 
  • streets that are safe and easy to cross 
  • pedestrian priority over cars 

WalkSydney is a member of the Better Streets coalition, an collection of hundreds of community organisations advocating for better streets in Australia

The post No Signal for Pedestrian Safety: TfNSW Refuses Signal Data During National Road Safety Week first appeared on Jake Coppinger.

]]> https://jakecoppinger.com/2025/05/no-signal-for-pedestrian-safety-tfnsw-refuses-signal-data-during-national-road-safety-week/feed/ 0 Shining a Light on the Traffic Signals of Sydney https://jakecoppinger.com/2023/07/shining-a-light-on-the-traffic-signals-of-sydney/ https://jakecoppinger.com/2023/07/shining-a-light-on-the-traffic-signals-of-sydney/#comments Mon, 10 Jul 2023 10:16:12 +0000 https://jakecoppinger.com/?p=763 This blog post provides an overview of traffic signal operation in Sydney (focusing on the inner city), based on technical documentation, conversations with government & industry experts and data I've collected after building Better Intersections.

The post Shining a Light on the Traffic Signals of Sydney first appeared on Jake Coppinger.

]]> See comments below, on Mastodon, LinkedIn, or Reddit (r/australia). See further coverage of Better Intersections on ABC News (Reddit, LinkedIn), which has also been linked from the Sydney Morning Herald (Archive url). Consider this article evergreen – since the time of publishing (July 2023) I have updated it as I have learned more. Last edit made 2025-08-31.

This blog post provides an overview of traffic signal operation in Sydney (focusing on the inner city), based on technical documentation, conversations with government & industry experts and data I’ve collected after building Better Intersections.

Traffic signals are quite literally at the intersection of our urban spaces and transport policy. They have a huge impact on city life, pedestrian safety, and the uptake of active transport like walking and cycling. Through the brilliant Movement & Place framework, Transport for NSW has a stated goal of increasing walking and cycling trips and reducing pedestrian wait times at intersections.

Currently there is no open data on traffic light timing programming or timing in Sydney or NSW. Timing programming in a proprietary format can be purchased for AU$200 per intersection with a restrictive license that does not guarantee advocacy organisations would not be faced with legal action. Meanwhile, WA Main Roads publishes monthly exports of past actual cycle time phases in GeoParquet format, and Victoria publishes all their operational sheets under an open CC BY 4.0 license, including > ~10 PDF pages (or HTML sheets) of documentation per intersection (but still don’t include nominal cycle time).

I hope this article demonstrates why signal data should be as public as a train network timetable – and subject to the same public scrutiny and debate as one (even though complex trade-offs are involved). It’s long and dry, but should be a helpful resource for others looking to write more detailed or opinionated analyses.

Note: I am not a trained traffic engineer; my background is computer science and I work as a software engineer. This analysis is a side project. Please let me know of any mistakes, corrections or improvements in the comments below (or privately to jake@jakecoppinger.com) and I will update if incorrect.

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Table of contents

Maps

Automated pedestrian signals

Above: Map of automated pedestrian signals in Sydney’s CBD, ref GS22402_V006_17JAN23 (Source: TfNSW, supplied. Published with permission.)

In the blue area some major roads (state roads) have the automatic pedestrian signal feature disabled. These exact locations are publicly unknown. 

Earlier automatic signal maps are published as:

Above: Map of CBD signal phasing times, 2018 (Source: TfNSW, supplied. Published with permission). Filename CCO_0604_SYDNEY CBD BRIDGE ST TO GOULBURN ST PED EVAL MAP_05APR18_V005.

This map has not previously been publicly available. The above map shows the state of the city in April 2018. The “Study area” border is still a broadly accurate border of the 90 seconds cycle area, with minor changes at the edges (also not publicly available). A number of years ago (I don’t know exactly when) the cycle time was 120 seconds, which had been reduced to 110 seconds.

Some of these intersections (10 or 15) sometimes runs 45 seconds in off peaks. These appear to be intersections with more people, but there is no guidance on how these were selected.

Above, Better Intersections (in December 2023), open source and open data

Traffic light cycle times

Why do traffic light cycle times matter?

Walking and cycling are more attractive when you don’t have to wait for minutes at a traffic light. When pedestrians have to wait more than 30 seconds they are more likely to cross on a red light. (Martin, A., 2006. Factors influencing pedestrian safety: a literature review (No. PPR241). Wokingham, Berks: TRL (Transport for London). Longer light cycle times increase car throughput and increase vehicle speeds at the expense of pedestrian & cyclist amenity.

Sydney is an important study location as it is the birthplace and development location of the Sydney Coordinated Adaptive Traffic System (abbreviated SCATS). This traffic management system includes an algorithm that optimises traffic throughput at signals, but it can only measure vehicle volume on the road. I have been told it has been used in Shanghai to measure bicycle volumes to calculate phase times for cyclists, but am unable to verify this.

SCATS does not count people on the footpath, and the crossing phase is only “called” by either a push button or by being automated. It currently does not support a non-binary pedestrian presence – innovative solutions like LiDAR or computer vision need to count pedestrians and then activate a (boolean) sensor value. It is unclear whether in-progress upgrades to SCATS will provide any functionality to measure or prioritise pedestrians and cyclists. Press releases mention prioritisation but previous work to add more interfaces to SCATS has not been widely released (see Future Signal Development section).

The NSW Government sells the system commercially to 30 countries and 200 cities around the world by the NSW Government. We are quite literally exporting our biases (in technical respects like limited pedestrian counting functionality – maximum cycle time and other choices are made by the local operator).

The Transport for NSW (TfNSW) technical guide, “Traffic Signal Design Guide: Section 7 Phasing and Signal Group Display Sequence” (2016) states one of the design objectives of choice of phasing should be to minimise the cycle time (pg 5).

Sydney lags behind best practice signal timing compared to London, Copenhagen and the USA

The Sydney CBD has a 90 second SCATS maximum cycle time which is generally considered short by Australian standards. The CBD cycle time was reduced from 110 seconds to 90 seconds on the 7th of January 2018 (CoS motion 2018-08-17). This achievement was noted in the 2020 report by Gehl Architects 2020:

The reduction in waiting times has improved pedestrian amenity, however further improvements can be made.
…
Transport NSW have reduced pedestrian signal cycle time from 110 seconds to 90 seconds enabling more frequent crossing opportunities for pedestrians.

Further changes will be explored after light rail becomes operational to ascertain further efficiencies.

“Public Space & Public Life Study 2020” Gehl Architects, page 142

TfNSW & the RMS undertook monitoring for a three month period to assess impacts across the network (“Look up: Keeping pedestrians safe, June 2019, NRMA, PDF page 8, in turn referencing “Transport for NSW (2019). Personal correspondence.”) It was reduced from 120 seconds to 110 seconds a few years prior (I do not know when).

Copenhagen has a 70 second cycle time as the maximum, and high pedestrian usage areas have cycles of 48-60 seconds. Gehl Architect’s state “Jaywalking is not a common phenomena in Copenhagen as traffic lights accommodate for reasonable waiting times for pedestrians” (Gehl Architects, Public spaces & public life: Sydney 2007 (part 1), page 142).

The London Cycling Design Standards states “junctions with pedestrian crossing facilities, signal cycle times should only exceptionally* be longer than 90 seconds.” *(emphasis mine).

The 2018 transport for London walking action plan states:

TfL has responsibility for all London’s traffic signals, undertaking annual timing reviews at 1,200 signal junctions and crossings. In 2017, TfL reduced the wait times for people walking at 200 crossing locations close to schools, hospitals and transport hubs (see Figure 8). From 2018 onwards, this will be an objective for all signal timing reviews and, for the first time, ‘pedestrian time saved’ will be measured alongside other performance metrics.

Of the 200 reviewed crossings to date, 94 per cent now run a cycle time of less than one minute, meaning that if a person walking was to arrive just as the red signal for pedestrians came on and traffic was given a green light, they would only wait around 40 seconds or less to cross.

Chapter 6 – Building and managing streets, “Walking action plan – Making London the world’s most walkable city”, Transport for London, July 2018 (PDF page 29)

The Urban Street Design Guide by the (USA) National Association of City Transportation Officials recommends cycle times of 60-90 seconds in urban areas.

See traffic signal cycle times around the world on Better Intersections, and see graphs and charts at betterintersections.jakecoppinger.com/analysis.

Open source data collected with Better Intersections

I previously wrote a blog post on a website I built to crowd-source the collection of pedestrian traffic light timings: https://jakecoppinger.com/2023/06/mapping-pedestrian-traffic-light-timing-in-sydney-australia/

The data is licensed ODbL (for you, OpenStreetMap contributors!) and the website is open source too.

It has collected over 800 data points, each with measurements on green duration, flashing red duration, solid red duration, and notes such as whether the crossing is protected or has a countdown timer. Community groups including WalkSydney have expressed interest in involving their members in sourcing measurements.

Max Bo, a software engineer at Canva, has also begun some preliminary analysis of the data using the informational visualisation platform Observable: https://observablehq.com/@mjbo/better-intersections-sydney-traffic-light-timings

Who sets signal cycle times in Sydney?

In NSW the state transport department (TfNSW) builds, maintains, programs and operates all traffic signals. This is the case even on local roads (90% of all roads), where the local council is the authority.

TfNSW Operations has the very challenging task of designing and operating the timing of the network, with many stakeholders and a steady flow of complaints.

At present I understand that there is not a perceived need for the data to be published, however it is not considered to be confidential (see the below section TfNSW reasoning against release of signal timing data in NSW). On the contrary I would like to note the extremely restrictive license conditions upon purchase of traffic data detailed below. From what I can understand, one of the main reasons why the data has not been freely published is that the data export is a manual process. However, no data on minimum or maximum green times is published in NSW, though Victoria (who also use SCATS for their traffic lights) publishes all their operational sheets under an open CC BY 4.0 license.

Many transport advocacy groups, such as WalkSydney and BicycleNSW have attempted to source this data for a number of years for advocacy purposes to further understand how to better support vulnerable road users, but to date have not gained access. The restrictive license on data sourced from the TfNSW Traffic Signal Portal does not make it clear if any use of the data for advocacy purposes would result in legal action by the state.

In the City of Sydney (the CBD) the TfNSW operations team will know in little time if gridlock occurs, either from stakeholders or an extensive network of remotely controlled pan/tilt traffic video cameras (though they’re likely too busy to be watching such feeds unless an issue presents). They have to manage the traffic volume entering the CBD grid from motorway off ramps to prevent the queuing of cars on motorways.

Whilst many cities are demolishing their urban motorways, the recent WestConnex urban motorway project was recently constructed under a public-private partnership between the NSW State Government and Transurban. Transurban is a publicly listed company that after considerable privatisation, has majority ownership of 95 of the 99 kilometres of Sydney’s toll roads.

Note the motorway on and off ramps directly into the CBD grid.
Note the Western Distributor off ramps, which funnels vehicles into a system of one-way roads known as the Southern Arterial Route in planning documents. One of the pedestrian crossings (Harris St & Allen St) was demolished to increase the road capacity of the Allen St offramp.

A given intersection will have a number of phases programmed into SCATS. A phase is a particular movement at an intersection (such as cars green in one direction and red for the other direction).

“The New Generation SCATS 6”, date unknown: https://www.aldridgetrafficcontrollers.com.au/ArticleDocuments/230/Introduction_To_New_Generation_Scats_6_5.pdf.aspx

Note the phases on the left hand side of the SCATS software.

For a deep dive on the SCATS software, see “The New Generation SCATS 6”: https://www.aldridgetrafficcontrollers.com.au/ArticleDocuments/230/Introduction_To_New_Generation_Scats_6_5.pdf.aspx

TfNSW does not currently have a policy on cycle times

Transport for NSW’s Traffic Signal Operation document does not provide specific guidelines on cycle times and only focuses on safety critical timings. This means they do not currently have public guidelines for traffic signal cycle times.

However, “method 3”, page 7 of the Technical Direction on Traffic Modelling (https://roads-waterways.transport.nsw.gov.au/trafficinformation/downloads/ttd_2018-002.pdf) states

Method 3 (for new signals)
Assume a typical phase configuration and a cycle time of 140 sec (longer or shorter than 140 sec times may be used when accepted by RMS) and calculate phase times using traffic signals software such as SIDRA, LinSig, TRANSYT, etc. Then set initial maximum green times of all phases in the same way as in Method 1.

https://roads-waterways.transport.nsw.gov.au/trafficinformation/downloads/ttd_2018-002.pdf

This appears to be a statement of an internal policy, but note the words “unless accepted by RMS” (the predecessor to TfNSW).

The TfNSW Road User Space Allocation Policy provides strategic advice but does not provide any guidelines for cycle times. It specifies the equitable allocation of of temporal and spatial space must consider walking first:

This policy sets out the mandatory principles and requirements Transport staff must follow when allocating physical and temporal road user space safely and equitably to support the movement of people and goods and place objectives. (emphasis mine) 

Transport must allocate road user space based on the following principles:
…
– allocate road user space based on the network vision and road functions, considering all road users in order of: 

  1. walking (including equitable access for people of all abilities)
  2. cycling (including legal micro-mobility devices) 
  3. public transport 
  4. freight and servicing 
  5. point to point transport 
  6. general traffic and on-street parking for private motorised vehicles. 
TfNSW RUSAP, page 2

Although there is no policy or commitment to lower cycle times and pedestrian waiting times, it is apparent the lower cycle times are situated in areas of high pedestrian activity.

Note that for coordination, a common cycle time must be used, so generally, intersections in a network or along an arterial road need to have the same minimum and maximum.

I have been told SCATS has a feature of multiple minimum cycle times which are chosen based on the degree of saturation (DS). Switching between such minimums can result in a large drop in cycle time relatively quickly.

How long do pedestrians get to cross the road?

Length of green light

The length of the green pedestrian signal at traffic lights is calculated by summing a minimum value, plus a constant amount predetermined by how many people will cross at the intersection (in theory).

The NSW standard is for a minimum 6 second green light, and then an extra 2 seconds for each additional rank (row of people) above 3. This presumes that 6 seconds is enough to clear 3 rows of people from the adjacent footpath.

This NSW operational theory falls down in the CBD when there are large volumes of people.

Although not formalised the operations team are constantly reviewing intersections in the CBD especially for pedestrians. Furthermore, for major projects such as Sydney Metro or Light Rail, modelling with Pedestrian Comfort Levels as per TfL standards or TfNSW Walking Space Guide is undertaken on nearby footpaths and intersections to ensure reasonable levels of service are maintained.   

In general the length of time is set by manual observation (not real time CCTV or computer vision or anything), and is private. (see below section on SCATS data cost).

Information I’ve not been able to ascertain includes:

  • how often measurements of the pedestrian volume are taken;
  • what time of day they are taken;
  • whether the min/max/avg/85th percentile is used;
  • how often they are updated.

In Victoria, Volume 5: Intersection Modelling of the Transport Modelling Guidelines (2020) specifies:

At existing locations, where a revision to the intersection control is proposed, pedestrian crossing counts should be undertaken. These would usually be done as part of video surveys of peak periods (Section 6.6.1.1). This is particularly important where pedestrians will be provided with priority over vehicular traffic as it can have a significant impact on capacity e.g. left hand turn movements. The presence of high numbers of pedestrians may also influence the form of intersection control on safety and amenity grounds. The data collection may involve more than just an aggregate number of people at a site but might identify how pedestrians impact the movement of traffic.

(emphasis mine)

The Victoria Department of Transport even release their manual count data from detector and survey locations, though the link appears to currently be broken.

The Department of Transport have a repository of manual count data from detector and survey locations. For further information and project specific request visit the following link: https://www.vicroads.vic.gov.au/traffic-and-road-use/road-network-and-performance/road-use-and-performance

When there is no need to make the pedestrian light red (that is, there are no cars to implicitly prioritise and move across the intersection), the pedestrian green light will stay on for as long as possible until the end of the non-conflicting phase (subtracting the time for the flashing red of course).

The green walk period can be extended at schools during school hours, either by time-of-day routine (Personal correspondance, 2025-03). I am unsure of how such locations are specified or how much extension is provided.

SCATS has three methods of controlling the length of the green walk signal:

  1. terminate “x” seconds from the start of the phase
  2. terminate “x” seconds from the end of the phase
  3. walk for green – stay green for as long as possible regardless of phase length

In all cases, the green signal for pedestrians is never be displayed for less than the minimum time as defined in the times setting saved inside the traffic signal controller.

Length of flashing red light

The length of the flashing red light is determined by the road width. People are assumed to walk at 1.2 metres per second (an 85% percentile figure, so about 15% of people walk slower than this), so the road width divided by this figure is used to determine the minimum flashing red time.

When and why are cars allowed to cross when people are still walking?

The flashing red light is legally defined so that pedestrians may not step off the kerb, but may finish their crossing.

Generally cars are allowed to have a green light when a flashing red light exists for pedestrians, and they are meant to yield to pedestrians.

Vehicles turning left or right who enter an intersection on a green roundel must give way to pedestrians on parallel crossings when either the Green man or flashing red man is displayed.   

TfNSW is undertaking a safety program to add red arrows to prevent “green-on-green” occurrences – when pedestrians and cars have a green traffic light which is in conflict.

It is being rolled out at two-phase signalised intersections across NSW, and is being expanded to cover all traffic signals. The modification is mandated whenever major works are undertaken outside the program.

While this program undeniably improves pedestrian safety and is a positive change, it is unclear whether reducing vehicle speeds would be a more cost effective use of taxpayer money than retrofitting thousands of traffic signals in NSW (or could be pursued in addition). I consider this outside the scope of this blog post.

Automated pedestrian traffic signals / automatic introduction

Automated pedestrian traffic signals don’t require a pedestrian to press a button to request to cross the road.

When the pedestrian phase is automated:

  • The button does nothing when pressed (placebo)
  • The pedestrian phase is never skipped – every SCATS traffic light cycle includes the pedestrian phase

Non-automated pedestrian signals may skip the pedestrian phase if the button is not pressed.

There is no such functionality where holding in a PB/5 pedestrian button extends the green light for pedestrians.

Pressing the request button before the car phase goes red should guarantee the green man for pedestrians (prevent skipping the green pedestrian phase), however this varies depending on the age and model of the controller. I’ve not come across any public information on differences between controllers on this behaviour in my readings thus far.

The actual pedestrian-experienced duration between when you push the button and you can actually cross is a mystery – not public knowledge, and I have not yet implemented the ability to measure this with Better Intersections (PRs welcome!).

Automated pedestrian introduction at traffic signals has existed in some areas in the Sydney CBD since the late 1970s or early 80s.

For certain time periods during the day they are also operating in Parramatta, Redfern, Chatswood, Liverpool, North Sydney, Newtown, St Peters, and numerous isolated intersections (outside of these times pedestrians are still required to press the push button).

To my knowledge there are no publicly available maps of the automated pedestrian signal area until COVID, even though automation has existed since the mid 90s.

Pedestrian crossings during COVID outbreaks

I wrote an article about the situation during the initial COVID outbreaks:
Sydney CBD is bringing back pedestrian “beg buttons” (December 2022).

In summary, more pedestrian signals were automated and covers were placed over the buttons so there was less physical contact.

The locations of all newly automated pedestrian signals programmed during the initial COVID outbreaks was not public, however a 2020 media release mentioned 11 health precincts (TfNSW Media Release, 28/3/2020).

Removal of automated pedestrian crossings after COVID outbreaks

After initial COVID outbreaks:

  • the plastic button covers were removed
  • a publicly unknown number of crossings at not publicly locations were reverted to non-automatic operation permanently
  • the automated crossings that remain are only automated for daylight hours (hours for the CBD is known)

Buttons in the CBD are affixed with an adhesive plastic label explaining the hours of automation which is already coming off in many places.

On Friday the 16th of December, Transport for NSW announced:

From mid-December 2022 Transport for NSW is removing the push button hard covers but maintaining the automation of pedestrian crossings at traffic signals during daytime hours. This is to reduce overnight noise for local residents and allow for more efficient intersection operation for all users when activity is low.

The overnight noise mentioned – the stated reason for removal – was due to many complaints from residents living near signals, where the frequent green pedestrian walk sound disturbed sleep.

I do not know, and it is publicly unknown how many complaints were received. I also do not know why the changes were applied to area where there are few ground floor residents (eg. many streets in the city centre).

It was not uncommon for signals to allow a green phase every cycle (often a 24-36 second cycle due to low traffic volumes). The areas impacted by overnight noise are not publicly known – likely in dense residential areas where homes are very close to traffic signals.

However, the “green walk” sound of the pedestrian signals can be muted. SCATS supports this functionality and the National Cooperative Highway Research Program study “Accessible Pedestrian Signals: A Guide to Best Practices” (https://www.trb.org/Publications/Blurbs/164696.aspx, DOI: 10.17226/22902), summarised at http://www.apsguide.org/chapter10_australia.cfm states:

APS [Accessible Pedestrian Signals] are sometimes turned off at night due to neighbors’ complaints about noise.

NSW has no crossings where the audio feature is muted. To my understanding the NCHRP guidelines were overridden disallowing selective overnight muting of individual problematic traffic signals in NSW on safety grounds. I do not have context for why this was the case.

Muting of audible traffic signals in Brisbane

There is a 2014 article about Brisbane turning off audible traffic signals for the entire CBD between 9:30pm and 6:30am, with very real impacts on people with a visual impairment.

The current content of the Brisbane City Council website suggests a more case-by-case basis approach to muting traffic signals, however I have not found any recent updates on the current state.

Automatic introduction of pedestrians signals in Melbourne

In Melbourne, automatic introduction currently applies from 5:30 am to 12:30 am every day. This is two hours more each day than in Sydney and there are more people living in the centre of Melbourne.

The automated phases matches the times that tram services are operating.

Automated phases also operate 24/7 crossings of the narrow ‘Little’ streets (where pedestrian lanterns exist) and at the intersections along King St (Flinders Lane to Latrobe St) and along Collins St (Queen St to Exhibition St).”

(Review of Signal Operations for Pedestrians in the City of Melbourne, David Nash, 2014)

Pedestrian priority signals / cars requesting to cross the road

In Sydney there are very few places where cars have to request to cross the intersection, rather than pedestrians and cyclists.

Some of this rare locations are:

  • Most of Martin Place
  • Carrington St (the eastern bus stops outside Wynyard Station)
  • Harbour St near Hay St, Chinatown (multi lane road) – just north of the zebra crossing near the QMS advertising panel
  • Somewhere in Chatswood, likely near the station

These locations are where there is very low car volume and high pedestrian volume.

Where they exist a zebra crossing would likely be more optimal, however in NSW zebra crossings are not permitted on roads with more than one lane in each direction for safety reasons.

There are none outside the CBD – although there are many locations where the volume of people could justify this type of intervention (eg: near railway stations, shopping streets or along beach fronts)

Research

Transport for London (TfL) trialled pedestrian priority signals at 18 locations in May 2021, and has published new data that giving priority to people walking, showing them a continuous green signal until a vehicle is detected approaching, resulted in:

Compliance with traffic signals by people walking increased by 13 per cent, reducing the risk of a collision with a vehicle, while compliance by people driving stayed the same. The data also shows that the signals had virtually no impact on traffic, with only minimal changes to journey times for buses and general traffic – the largest increase for buses was only 9 seconds and for general traffic only 11 seconds. Several sites showed improvements in journey times.

New TfL data shows success of innovative ‘pedestrian priority’ traffic signals, 24 February 2022, TfL

Isolated signals

Signals may also operate in Isolated mode, with local vehicle actuation (by detector loops) being the sole operating strategy. In Isolated mode the sequence and the maximum duration of each phase is as specified in the local controller time settings. The local controller may terminate any phase under the control of the local vehicle actuation timers or skip an undemanded phase, unless prohibited by the local controller settings. Isolated mode may be specified as the fallback mode of operation.

The New Generation SCATS 6

This results in faster start to the green pedestrian phase when a button is pressed

SCATS can set any intersection to isolated mode at any time for any reason. It could be based on

  • time of day
  • day of week
  • cycle length
  • a low degree of saturation (measure of how much demand there is relative to the capacity)

The decision is up to the signal programming.

A type of isolated signal is known as “Master-Isolated”. These behave like an isolated intersection (where a pedestrian pressing the button may almost immediately get a green), however are under the control of Masterlink (under remote control of SCATS). This gives a pseudo-Isolated operation that’s managed by the SCATS cycle length and plan data. Where designed, it’s usually enabled when the cycle length drops below a pre-defined threshold.

Locations of isolated signals

  • The mid-block crossing on Joynton Avenue outside the Gunyama Park Aquatic and Recreation Centre in Green Square
  • The mid-block crossing on Chalmers Street (near Central station) outside the swimming pool

Let me know if you know of more!

What sort of “green waves” are used?

A green wave occurs when a series of traffic lights are coordinated to allow continuous traffic flow over several intersections in one main direction.

They are commonly implemented for peak hour vehicle traffic into and out of the city. Where possible, the operations team also attempts to provide a “reverse” green phase in the opposite direction. My understanding is that this is tricky and not always possible.

I’m not aware of a any examples in Sydney of a green wave for cyclists or pedestrian traffic, except in cases where electric bicycles can achieve a similar speed as road traffic for a car-focused green wave (eg. Bridge Rd in morning peak). Cycling southbound along the new Castlereagh Street cycleway can sometimes feel like a green wave, however this is because cyclists may catch the motor vehicle green wave.

When switching between directions of green wave, SCATS rotation can adjust cycle time 20-30% to switch link plans.

Green waves for cyclists in Melbourne

There is a green wave operational on Albert St bike lanes in east Melbourne. It runs 8:00-9:30am inbound and 4-6pm outbound. Few people know that it exists – there are limited public comms. There are no inbuilt progression LED lights built into the pavement due to budget constraints.

There is also a current trial on Rathdowne Street, Carlton, using fisheye cameras. I’m unsure if this is yet integrated with SCATS (and if so, whether it presents a virtual loop or some other integration method)

University of Melbourne is partnering with Cubic Transportation System to roll out a number of smart cameras that watch road users and could control traffic flow accordingly – in real time.

Seven fish-eye cameras will be installed over the next few months above intersections along Rathdowne Street in Carlton as part of the Australian Integrated Multimodal Ecosystem (AIMES), led by Melbourne University professor Majid Sarvi.

https://bicyclenetwork.com.au/newsroom/2020/07/16/melbourne-tests-traffic-controlling-smart-cameras/

On Canning St, the Princes and Johnston St signals are timed to give a good bicycle run in AM & PM peaks. However, it is set to ~23km/h which in practice might be too fast.

Green waves for cyclists in Copenhagen

Meanwhile, the City of Copenhagen established the first green wave for cyclists on Nørrebrogade in 2007, so bicycles travelling at 20kph did not encounter red lights. This system included LEDs embedded in the pavement to help cyclists keep the same pace.

As of 2014, Copenhagen was experimenting with “Green wave 2.0”, a detection system that keeps traffic lights green if there are 5 or more cycling citizens (roughly) cycling together.

The evaluation report on green waves on Nørrebrogade showed that “travel time decreased by 17 percent for a cyclist who cycled out of town at 20 kilometres per hour”. [6] (Centre For Public Impact, 2016).

The complaint process for pedestrian signal timing discourages feedback

Complaining about a long pedestrian wait time at a traffic signal is not an easy process. It takes 7 steps on https://www.nsw.gov.au/transport-for-nsw/contact-roads-waterways/online and it is not clear that this is the correct form for walking related feedback at all:

  • Click report an issue -> roads -> management -> set location -> then explain issue.

Operators may sometimes state non-existent policy:

…
the whole principle of pedestrian movements is they are a slave to vehicular traffic.
…
The reason we don’t hold the walk is that we don’t want people running to get the walk because then, quite often, they’re running looking at the signal rather than the traffic, and in some instances, they step off the footpath in front of an oncoming car. So it’s a design standard that’s adhered
…

~5pm on the 28th of August 2024

After further correspondence this was corrected and a “walk for green” was implemented (York St and King Street). Walk for Green” means the green pedestrian light is displayed for only slightly less than the green roundel for vehicles.

Another successful “walk for green” implemented after a phone line complaint (which I have been informed of) is Regent Street at Lawson Street.

Why do traffic signals take so long to implement / redesign?

A consistent thread I have seen mentioned in this space is that the issue of the implementation of new signals or signal redesign is often longest part of any road redesign or cycleway implementation project, often requiring upwards of two years.

I have limited detail on why this is the case, however some contributing reasons may be:

  • Design of traffic signals being safety critical, requiring 4 engineers signing off on documents and detailed infrastructure diagrams
  • Team busy working on adding red turning filter lights (and associated design) throughout the state along with countdown timers

I received a suggestion that another contributing factor could be loss of experience and expertise as traffic engineers reach retirement age. The sender noted he had worked in DMR/RTA/RMS/TfNSW for over 50 years, and that they knew many others in Australia that have been in traffic nearly as long.

The extremely high cost of purchasing SCATS timing data

Victoria publishes all their operational sheets under a a free and open CC BY 4.0 license, including > ~10 PDF pages (or HTML sheets) of documentation per intersection. This data contains minimum and maximum green times, but doesn’t appear to specify nominal cycle times. In Sydney or NSW, you must pay at least $200 to purchase the programming of a traffic signal for a single intersection under a very restrictive license.

The walk timings (along with target cycle and phase timings) appear to be stored in a plaintext format known as LX, which I’m not currently aware of any open source way to process except https://github.com/johntrieu91/scatsutilities (Python, MIT license).

An incomplete specification of the LX format is detailed at Attachment A (pg 15) of “Traffic Signals in Microsimulation Modelling”, a Technical Direction document by TfNSW. Further documentation is on page 48 of the Signal Data Information for Modelling report (Main Roads WA).

page 48 of the Signal Data Information for Modelling report (Main Roads WA)

It appears the LX file for a given region can be purchased under restrictive terms and conditions at https://www.transport.nsw.gov.au/trafficsignal. The fee schedule is outlined at: https://www.transport.nsw.gov.au/system/files/media/documents/2022/Network_Operations_Schedule_of_Fees_01.08.22.pdf

My understanding is that the export is a manual process an operator must run, followed by manual clean up of the data and sending it.

A few items:

Explanation of Phasing – Detailed lay explanation of traffic signal phasing for a specified date. – $600
SCATS Traffic Counts (TCS graphics plots included): $300
Interpreted SCATS history files (TCS graphics plots included): $400
TCS graphic plots: $200
SCATS Region LX file (all TCS sites on region): $200

An LX file for a single SCATS region costs $220. I’m unsure how many intersections (ie. TCS sites) are in each region, but I know SCATS supports up to 250 intersections per region. I am unsure how many regions cover the City of Sydney for example.

There are also strong terms and conditions, however I see a permitted purpose is “(d) you undertaking traffic modelling or transport related projects,but excludes the right to sell, monetise or commercially exploit the Traffic Signal Information and/or Developed IP (Licence).”: https://www.transport.nsw.gov.au/trafficsignal/traffic-signal-portal-terms

The SCATS regional traffic control software has a maximum capacity of 250 intersections per region. With a maximum of 64 regions, the total capacity is 16,000 intersections.

I note that on page 13 of “The New Generation SCATS 6” document there is an undated screenshot of a region display:

Page 13, https://www.aldridgetrafficcontrollers.com.au/ArticleDocuments/230/Introduction_To_New_Generation_Scats_6_5.pdf.aspx

TfNSW reasoning against release of signal timing data in NSW

Response to my public Q&A question at the “SCATS – What is it and where is it heading” talk on 2025-02-06:

Question: Jake Coppinger, day job at Atlassian, volunteer with Better Streets, but representing myself here.
A question on open data and cycle times: My understanding is from mid-March, WA Main Roads will be able to release monthly dumps of their cycle times that were the real-time cycle time data. Do these upgrades enable that feature in New South Wales, or would we be able to release open data here? Thanks.

Answer: Essentially, the New South Wales government hasn’t determined whether or not we will release information completely on an AI platform on cycle time data.

We will do it at a user pay cost just because that open platform, I think, because that open platform hasn’t been developed yet. So, you know, we will provide that data. The way in which we present it at the moment, again, is very labour intensive, so, we charge for that data. Do we have any real objection to providing that data as operators, to providing that data openly? No, I don’t think so. But exactly what the government and transport at a senior executive level wants to do, obviously that hasn’t been determined yet.

David Ballm (Director, Network Operations, Transport for NSW), transcript of Q&A question asked 2025-02-06 in public Q&A setting (SCATS – What is it and where is it heading?)

SCATS upgrade

SCATS has been installed at more than 60,000 intersections across 200 cities and 30 countries worldwide.

A major upgrade is underway. The upgrade will likely involve a visual facelift, judging by the dated visual language of the diagrams generated, but little additional knowledge of the improvements is public.

Note the lack of any pedestrian infrastructure, or pedestrian phases. Pedestrians cross when they don’t get in the way of cars. https://www.aldridgetrafficcontrollers.com.au/ArticleDocuments/230/Introduction_To_New_Generation_Scats_6_5.pdf.aspx

There was briefly a desire for a new commercial model however this looks to have been abandoned.

“TfNSW is seeking to implement a new commercial model, with a commercial partner to accelerate innovation and importantly future-proof the SCATS product and business,” tender documents said at the time.
But the department has now ditched that approach, with a new team to be established within TfNSW to accelerate the development of SCATS and expand its commercial activities. (ITNews)

Do buses get signal priority? Which routes and when?

Information from the public “SCATS – What is it and where is it heading?” talk. Corrections are welcome as always.

Bus priority only exists on 5 or 6 bus routes in Sydney:

  • Liverpool to Parramatta transitway
  • North West Transitway
  • A couple on routes on Windsor Road

The tech is relatively scalable – if decision made to give route priority, it can be done without major capital investments

Traffic signals only give priority if the bus is 50% full and are running 2-3 minutes behind the timetable.

I received correspondence that bus priority is also used in Newcastle and Wollongong.

There is, of course, priority for light rail/trams in various cities. In Sydney this proper prioritisation for the L2/L3 came after some time, but that’s another topic in itself.

Future signal development

Media reports on SCATS upgrade

In July 2021, It reported:

A spokesperson told iTnews that “after further work, TfNSW has chosen to proceed with a new structure, which extends on aspects of TfNSW’s original plan in 2019”, part of which will include “working with partners”.
…
Features include better integration with third-party sensors, machine learning-based prediction, sophisticated analytics and performance reporting and a UI/UX refresh.

https://www.itnews.com.au/news/transport-for-nsw-ditches-scats-traffic-system-commercialisation-566722

ARN reported in 2021:

Called the Sydney Coordinated Adaptive Traffic System (SCATS), it aims to trim travel time by a third, reduce fuel consumption by 12 per cent and lower emissions by 15 per cent, with more gains yet to be realised as the partnership pans out.

“Thanks to a new partnership with software development company Industrie&Co, our TfNSW development teams will collaborate to deliver the next generation of SCATS,” TfNSW deputy secretary for customer strategy and technology Joost de Kock said.

“SCATS uses algorithms and real-time traffic signal data to help customers get to their destinations faster and advanced sensors will allow cyclist and pedestrian movements to be included…

https://www.arnnet.com.au/article/693549/industrie-co-wins-transport-nsw-deal-new-scats-drive/

My understanding is that SCATs does not currently prioritise cyclist and pedestrian movements using any sensors – merely not skipping this phase when they are present.

https://www.arnnet.com.au/article/693549/industrie-co-wins-transport-nsw-deal-new-scats-drive/

More advanced pedestrian and cyclist detectors

Lidar detectors

In Victoria there is an ongoing trial using Lidar sensors to record road user positions in real time, which does currently feed data into the traffic light system. It can generate bounding boxes for vehicles, pedestrians, cyclists in real time and identify queues. I am unclear what the data from this trial will be used for.

My understanding is currently SCATS cannot natively use this Lidar input data as it does not have the capability to – the workaround is creating “virtual loops” that function like a magnetic resonance loop, giving a binary input to SCATS (with the added benefit of being able to create virtual loops for pedestrians). There has been development work on adding new SCATS interfaces but it has not been widely released. It is unclear if this will be included in the new SCATS upgrade.

There are multiple international vendors implementing traffic detection using Lidar, notably Velodyne’s Bluecity product.

Infrared and camera detectors

For pedestrians there is a trial in progress at Manly Wharf. This will likely also be applicable to areas outside schools; where there are usually few pedestrians, then many at once.

Infrared detection will be trialled at Manly Wharf where there is high pedestrian activity. 

This trial seeks to address the requirement to enhance efficiency and safety at intersections with large variable volumes of pedestrian traffic. 

This initiative aims to dynamically adjust intersection crossing times for pedestrians based on real-time detection. By using advanced detectors, we can:

  • Identify if a pedestrian is waiting in a designated zone
  • Determine the pedestrian volume in the detection zone
  • Analyse the demand for pedestrians
  • Measure the time it takes for pedestrians to clear the intersection.
“Pedestrian Detectors”, Intelligent Traffic Light Program, TfNSW

There is also an infrared camera trial for cyclists:

This trial aims to assess the performance of infrared cameras as a consistent and reliable method for detecting cyclists. Improved detection is anticipated to improve intersection efficiency and safety by reducing unused green phases and/or stranded riders. 

Transport for NSW is planning to demonstrate the cameras in use at the Future Mobility Testing and Research Centre on the Community Open Day – 31 October 2024.

The proposed trial site is the intersection of Gardeners Road and Bourke Street in Alexandria. 

This is a busy intersection due to the M8 off-ramp feeding into Gardeners Road. The traffic light phases are permanently configured to accommodate bicycles, regardless of their presence, causing unnecessary delays on Garden Road and impacting vehicle traffic flow. These factors make it an ideal testing site for this trial. 

“Bicycle Detectors”, Intelligent Traffic Light Program, TfNSW

Touchless pedestrian activation trial

There are prototypes of touchless buttons with audio feedback when it registers an intention to cross.

In Melbourne there are examples of buttons with an acknowledgement light but no automatic sensor. These lights, with or without the automatic sensor, mean pedestrians know whether they have to press the button or not. There are some disadvantages however:

When automatic introduction is activated, the red ‘wait’ light on the push button assembly is illuminated at all times that the pedestrian signals are not showing a green man (see Figure 1). This is a helpful indicator that the pedestrian does not need to push the button as a ‘call’ is already recorded. In bright sunlight, it can be difficult to see whether the wait light is illuminated or not. In a quick survey of sites in the CBD, it looks like not all push buttons have the ‘wait’ light. At William St/Bourke St, for example, only 1 of the 8 push button assemblies includes a ‘wait’ light.

Review of Signal Operations for Pedestrians in the City of Melbourne, David Nash, 2014

An example of this button is at Henderson Rd & Garden St. Acknowledgement of the intention to cross is displayed with a red light on the button and an audible beep.

Henderson Rd & Garden St. Own work.

Additional notes

The Sydney CBD effectively operates as a fixed time system during peak times

…but without the benefits of a fixed time system, such as pedestrian timers counting down until the end of the red light, rather than until the end of the green light.

SCATS will attempt to increase the length of a green phase for cars to satisfy the demand when the “degree of saturation” is high (as measured by cars travelling over magnetic resonance loops in the ground) – that’s what the “Adaptive” in Sydney Coordinated Adaptive Traffic System means. However, SCATS will only increase the green time such that it won’t make the cycle time higher than a given value (the maximum cycle time).

In the Sydney CBD, the 90 second figure is the maximum cycle time. If the SCATS algorithms determine there is no need (for cars), the cycle time will drop lower. Measurements of actual cycle time are recorded and can be accessed in the SCATS software, and to request this data you must pay $400 per intersection – see the section below on SCATS data cost.

With a 90 second cycle in the Sydney city, there usually isn’t any spare time in a cycle for SCATS to adjust the phase length (especially for bidirectional roads with more cycles), and will usually be running constantly at 90 second cycles (unless in off peak periods).

As a result of these decisions, this results in the Sydney CBD effectively operating as a fixed time system during peak – that is, the phase lengths are very similar to the expected, pre-programmed length.

The traffic signals tend to operate a peak of 1.5/2 hours in the morning and 2 – 3 hours in the afternoon.

In off peak periods it can sometimes run down to ~50 seconds.

That’s all folks!

Once again, I hope this article demonstrates why signal data should be as public as a train network timetable – and subject to the same public scrutiny and debate as one (even though complex trade-offs are involved) and I hope this document provides plenty of source material and an overview of the landscape for other advocates to dive into.

Note: I am not a trained traffic engineer; my background is computer science and I work as a software engineer. This analysis is a side project. Please let me know of any mistakes, corrections or improvements in the comments below (or privately to jake@jakecoppinger.com) and I will update if incorrect.

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Further reading

Apologies for the haphazard referencing!

The post Shining a Light on the Traffic Signals of Sydney first appeared on Jake Coppinger.

]]> https://jakecoppinger.com/2023/07/shining-a-light-on-the-traffic-signals-of-sydney/feed/ 6 Mapping pedestrian traffic light timing in Sydney, Australia https://jakecoppinger.com/2023/06/mapping-pedestrian-traffic-light-timing-in-sydney-australia/ https://jakecoppinger.com/2023/06/mapping-pedestrian-traffic-light-timing-in-sydney-australia/#comments Mon, 12 Jun 2023 13:38:32 +0000 https://jakecoppinger.com/?p=735 Better Intersections is a tool to record and visualise timing details for pedestrian and bicycle signals. In the absence of traffic light timing data, and as we hold hope for it to become publicly available; the aim of Better Intersections is to crowdsource measurements and inform where positive changes could be made.

The post Mapping pedestrian traffic light timing in Sydney, Australia first appeared on Jake Coppinger.

]]> See my follow up blog post, going into detail on previously unreleased maps, how it costs $200 to buy data on a single intersection from TfNSW, comparisons with best practice and more: Shining a Light on the Traffic Signals of Sydney (Jul 2023)

See comments below, on Mastodon, Hacker News (51 comments), or LinkedIn (22 comments, 278 likes, 32k views)

Transport for NSW, the government agency which controls traffic signal timing in Sydney and elsewhere in NSW, has an excellent stated goal of increasing walking and cycling trips – and reducing pedestrian wait times at intersections.

However, there is no public data on traffic light timing in Sydney or NSW.

In the absence of traffic light timing data, and as we hold hope for it to become publicly available; the aim of Better Intersections is to crowdsource measurements and inform where positive changes could be made. You can add data yourself via a simple Google Form, and instructions are on the website about page.

Screenshot of betterintersections.jakecoppinger.com

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Table of Contents

Better Intersections is a tool to record and visualise timing details for pedestrian and bicycle signals. It’s focused on Sydney & NSW, Australia, but is adaptable for anywhere in the world. This website is open source on Github (contributions welcome!), and the data is under an open license (ODbL license).

If you have ideas for improvements, please create a Github issue, comment below, email me at jake@jakecoppinger.com or message me on Mastodon (@jakecoppinger@aus.social).

It’s a work in progress! I’ve tinkered on it for a few afternoons and started working on it about two weeks ago.

This website bridges the excellent TfNSW Active Transport policy guidelines and pedestrians on the street themselves, allowing people on foot (and bicycle) to see their experience represented.

Detailed view of intersection (betterintersections.jakecoppinger.com/intersection/node/4054127218)

Why does the timing of pedestrian signals matter?

Transport for NSW, the government agency which controls traffic signal timing in Sydney and elsewhere in NSW, has an excellent stated goal of increasing walking and cycling trips – and reducing pedestrian wait times at intersections.

However, there is no public data on traffic light timing in Sydney or NSW.

In the absence of traffic light timing data, and as we hold hope for it to become publicly available; the aim of this project is to crowdsource measurements and inform where positive changes could be made.

This website bridges the excellent TfNSW Active Transport policy guidelines and pedestrians on the street themselves, allowing people on foot (and bicycle) to see their experience represented.

Increasing pedestrian priority and providing crossing opportunities at the right locations and along desire lines, reduces the risk of pedestrian injury at intersections by encouraging safer behaviours. Transport is currently rolling out measures at intersections to improve pedestrian priority in areas of high pedestrian activity. These measures may include automation of pedestrian crossings, reduced pedestrian wait times, provision of pedestrian crossings on missing legs and kerb ramps, where applicable.

— TfNSW Active Transport Strategy, page 30. Emphasis added.

Research has shown that 30 seconds is the longest a pedestrian will wait at a signalised crossings before attempting to cross against the ‘red man’. (Martin, A., 2006. Factors influencing pedestrian safety: a literature review (No. PPR241). Wokingham, Berks: TRL (Transport for London.)

From the above report:

Hunt, Lyons and Parker (2000) state that ‘Although no clear relationship has been established between pedestrian delay and casualties, a more balanced and responsive approach to the allocation of time at Pelican/Puffin crossings has the potential to make a substantial contribution to a decrease in pedestrian casualties as well as improving pedestrian amenity’. They point out that because pedestrians are more likely to become impatient when a red man continues to be shown during periods of low vehicle flow, the reduction of unnecessary delay for pedestrians should encourage pedestrians to use crossings correctly and reduce risk taking.

In 2020, people driving vehicles killed 138 pedestrians on Australian roads (Department of Infrastructure, Transport, Regional Development and Communications (2021) Fact sheet: Vulnerable road users, National Road Safety Strategy.)

But isn’t traffic light timing variable?

Sydney uses a system called Sydney Coordinated Adaptive Traffic System (SCATS) to control traffic signals, which makes use of many data feeds to control timing data.

Neither the inputs used, or the algorithm used to weigh the input data is public (as far as I know). This crowdsourced method of discrete measurements provides shows the output of the black box. In the case of outliers, multiple measurements (at different times of day/week) can be used to determine if the timing is variable.

Gehl Architects have a great methodology for measuring the overall impact of traffic light delays on pedestrians. At its most basic you walk along a street with two stopwatches;

  • one you pause only when you’re walking;
  • one you pause only when you’re waiting at a traffic light.

Divide one by the other at the end, and you have a single number that quantifies pedestrian delay walking along a street.

– Public spaces & public life: Sydney 2020, Gehl Architects, pg 142

The limitations of this method are that

  • it cannot inform the exact problematic intersections;
  • paths must be long enough to gather a large enough sample size to be statistically significant.

I’ve experimented with automating this method by recording a GPX (GPS) trace with a phone, uploading that file and getting a number instantly. Unfortunately the urban canyon effect (GPS signal loss caused by tall buildings) makes this method unreliable in cities, even with the remarkable sensor fusion on modern phones.

As with any of my projects, I am always open to collaboration. If you have any ideas, iterations or improvements, please drop me a line!

Technical details

This is a fairly simple Typescript app created using Create React App that I built in a few afternoons – please don’t consider it my finest code!

It is a static React app hosted on Cloudflare pages, and uses Mapbox GL JS to display the map (but could be easily updated to use Maplibre GL JS).

Google Sheets is treated as a backend (for simplicity using a Google Form for submissions), and the app makes use of OpenStreetMap node IDs as primary keys for intersections. This is definitely suboptimal but it’s quick to build – ideally I’d have a more custom form that is easier to use and doesn’t require a Google account – however using Google accounts for the form is a quick and easy method of minimising spam (and making it easy to identify) remove spam from a single person).

The OpenStreetMap API is used for looking up coordinates of OSM nodes and finding adjacent ways. There is currently one request per intersection made – this will not scale and I’ll likely need to cache the JSON (or hit an Overpass Turbo server instead).

The code is fully covered by Typescript types but doesn’t (yet?) have unit tests – it’s very easy to work with if you’re interested in tinkering with it!

Possible further work

  • Adding a simplified version of the form
  • Support OSM ways as the primary key rather than just nodes (useful for crossings across divided carriageways with multiple traffic light nodes per crossing leg)
  • Tagging state roads and looking if these have longer wait times on average (probably)
  • Scatter plot of crossing times vs number of lanes (as rough proxy for traffic volume)
  • “sparkline” or other graphs of measurements for a given intersection
  • Thinking about how to record relationships between intersections (ie. green wave/lack of green wave for pedestrians)
    • Using YOLOv3 or another off the shelf commodity computer vision model for recognising green/flashing red/red traffic lights for algorithm measuring cycle times

Related organisations

If you support better conditions for pedestrians and cyclists in Sydney/NSW, consider joining BetterStreets or 30 Please.

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