Active Travel to School “Active Commuting to School Can Contribute to Children Achieving Recommended Physical Activity Levels

Prepared for: Heart Foundation

Date: 18 January 2019

Urban Design Study Active Travel to School “Active commuting to school can contribute to children achieving recommended physical activity levels. A number of studies have found that children who walk to school are likely to engage in more physical activity overall and are more likely to meet physical activity guidelines than children who travel by motorised travel.”19

Architectus Group Pty Ltd ABN 90 131 245 684 Nominated Architect Managing Director Ray Brown NSWARB 6359 Adelaide Lower Ground Floor 57 Wyatt Street Adelaide SA 5000 Australia T +61 8 8427 7300 [email protected] Melbourne Level 25, 385 Bourke Street Melbourne VIC 3000 Australia T +61 3 9429 5733 F +61 3 9429 8480 [email protected] Perth QV1 Upper Plaza West 250 St. Georges Terrace Perth WA 6000 Australia T +61 8 9412 8355 [email protected] Sydney Level 18, MLC Centre 19 Martin Place Sydney NSW 2000 Australia T +61 2 8252 8400 F +61 2 8252 8600 [email protected] architectus.com.au

P Murray, M Kelly, and L Connell (2018) Urban Design Study – Active Travel to School. Architectus (Sydney). Prepared for the Heart Foundation (2018). Available at healthyactivebydesign.com.au/active-travel-to-school

2 Active Travel to Schools | Urban Design Study | Architectus Contents

The challenge 4

The aim 5

The importance of active travel to school 6

Designing for active travel 8

Case studies 11

Inner Urban 12

Urban 16

Suburban 20

Findings 24

Messages 25

Appendix 26

References 27

Active Travel to Schools | Urban Design Study | Architectus 3 The challenge

1970s

2010s

In recent decades, there has been a profound change in the methods of travel to school throughout Australia. Four decades ago, 3 out of 4 children walked or cycled to school, compared to only 1 out of 4 children today.1 Physical inactivity in children and youth is an international epidemic, with the potential of contributing to chronic disease in adulthood.2 Today, 1 in 5 primary school children, and 1 in 4 secondary school adolescents are overweight or obese.3

How can we make it safer and easier for more kids to walk, cycle, and scoot to school?

4 Active Travel to Schools | Urban Design Study | Architectus The aim

The Heart Foundation is working To help increase the number of This study focuses on active to make it easier for children to children who walk or cycle to travel infrastructure improvements walk, cycle, and scoot safely to school, The Heart Foundation surrounding three schools in school. This would create great is seeking a commitment of NSW. It explores opportunities for health benefits, as only 19% of government funding for a cost-effective upgrades in active New South Wales children are complementary set of active travel networks within the walking reaching the recommended 60 travel initiatives including the catchment of a school, based minutes of physical activity per promotion of active travel in upon its local urban context. day.3 Active travel improvements schools, dedicated active travel These improvements in safety can also have significant positive officers within Councils, and active and amenity can encourage more impacts across the whole travel infrastructure improvements children to independently make community. in the neighbourhoods around their own way to school. primary and secondary schools throughout the state.

Active travel to school principles

Physical activity Safety Less congestion Children’s health can be increased The safety of pedestrians and Road congestion can be reduced by encouraging physically active cyclists (particularly of children by encouraging more children to journeys to and from school making their way to school) can be independently travel to school, every day. increased by improving the safety which would reduce the number of key links in local active travel car trips for school journeys. networks.

Active Travel to Schools | Urban Design Study | Architectus 5 The importance of active travel to school

Education, promotion and physical improvements can increase participation in active travel by between 5 to 20 percent.4,5,6

Why is it important? Active travel today What are the benefits? Increasing participation in active There has been an ongoing decline Global evidence and international travel to school in NSW is now in active travel to school over the policy affirms the importance more important than ever. In 2015 1 past few decades.1 and benefits of physical activity. in 5 primary school children, and 1 Extensive research illustrates in 4 secondary school adolescents Active travel is now the least that active travel to and from were overweight or obese,3 a common way for children to get to school facilitates positive health situation which has been described school, while being driven is the outcomes including improved as an inactivity epidemic.2 most common. In 2015, 15% of cardiovascular health, increased NSW children used active travel to concentration, reduced stress, Encouraging children to engage in get to school, while 43% of children and reduced greenhouse gas physical activity has the potential were driven by car. This car travel emissions.12 Active travel to school for profound positive impacts for statistic has increased significantly is also associated with active travel their intellectual development, from the 36% of children who were to other destinations, increased physical and mental health, social driven to school in 2010.3 safety (both perceived and actual), development and confidence, and and reduced congestion.13 also for the likelihood that they Active transport is now rated as continue to adopt other healthy a D+ in the 2018 Report Card on Longitudinal studies of Active Travel behaviours.7, 8 Physical Activity for Children and to School programs in the USA, Young People.11 Northern Ireland and Australia have There is overwhelming evidence shown that education, promotion that physical activity helps to and physical improvements can prevent disease throughout a increase participation in active person’s life, and that participation travel by between 5 to 20 percent, in physical activity is difficult as and reduce car transport by 10 people grow older if physical percent.4,5,6 activities are not instilled at an early age. Therefore, supporting Research has demonstrated that healthy attitudes and instilling physical improvements in the active behaviours during childhood built environment can reduce and adolescence is important to environmental constraints and promoting physical activity.2,9,10 increase student active transport self-efficacy.4 Australia, like many other high- income developed nations, must increase rates of physical activity to combat accelerating rates of chronic disease.1

6 Active Travel to Schools | Urban Design Study | Architectus The components of active travel Successful active travel to school programs involve a suite of initiatives working in combination. These include physical active travel infrastructure improvements, school promotion activities, staff training, and government support (policy and funding). The objective of this report is to explore opportunities for physical improvements in a school’s walking catchment that make active travel safer, easier, and more attractive.

Physical improvements

School programs

Government support

Children walking to school through Hudson Street Park, Lewisham 14

Active Travel to Schools | Urban Design Study | Architectus 7 Designing for active travel

Safety is a key determinant in children’s ability to walk to school,15 and a primary safety issue in many situations is when pedestrians need to cross paths with cars. Creating (or upgrading) crossing points gives pedestrians more visibility, awareness, time, and space to safely navigate these crossings.

Active travel Walking catchments Improvements Good quality footpaths, cycle This study focuses on the 2km Active travel improvements should paths, and crossings welcome walking catchment of a school. create continuity in priority routes people to walk and cycle. Active This approximate half hour journey to school by providing safe and travel can also be supported each way represents a child’s direct pathways and crossings in by environmental qualities (for recommended minimum daily key locations. These improvements example with street trees for shade physical activity. This catchment should consider contextual and visual amenity), and passive also recognises that Transport constraints including pedestrian surveillance from other people for NSW provides school travel and vehicle traffic, space, visibility, in the street and from properties passes for primary school lighting, and drainage. nearby.16 students who live outside a 2.3km walking distance from school, Benefits However, not all urban areas have and secondary students who live good quality footpaths, bicycle outside a 2.9km walking distance Pedestrian infrastructure paths, and crossings. Improving from school.17 improvements can overcome active travel links makes walking the major barrier to greater and cycling safer and more Route selection participation in active travel to enjoyable. Compared to other school by: forms of public transport and road Priority routes are the key links –– Enhancing pedestrian safety infrastructure, active transport between schools and surrounding –– Enhancing pedestrian amenity improvements are relatively low residential areas. These routes –– Reducing average vehicle cost, and can have great benefits should be direct, follow existing or speeds including healthy physical activity, proposed safe pathways, avoid –– Addressing key links in the increased sustainability, and heavy traffic and noise, cover active travel to school network. reduced traffic congestion.6 school walking catchment areas effectively, connect with other Design-led approaches can create modes of transport where possible, new high quality spaces for people, and be aligned to serve multiple for example by extending kerbs at schools where this is practical. street corners where parking isn’t allowed, or by adding landscaping to pedestrian crossing upgrades. In these ways, active travel improvements can help create higher quality urban environments for everyone to enjoy.

8 Active Travel to Schools | Urban Design Study | Architectus Types of physical improvements

Crossings

Kerb extension Pedestrian crossing Signalised pedestrian crossing Extending the kerb shortens Pedestrian crossings give Traffic signals are best used on the crossing without giving pedestrians priority, and are most wider, faster, or busier roads to pedestrians right of way, and is useful in urban centres with higher provide pedestrians a safe place best used on quiet local streets. pedestrian activity. to cross.

Intersections

Corner kerb extension Roundabout with pedestrian Signalised intersection crossings Kerb extensions at the corners of Signalised intersections are often local side streets suggest greater Roundabouts can be confusing seen on busy roads, and safe continuity of the footpath across the places for pedestrians, as car crossings are important in these side street, which encourages cars traffic tends to move continuously locations. The timing of signals to drive more slowly and makes it in all directions. Adding crossings should provide pedestrians a easier for pedestrians to cross. enables pedestrians to cross with reasonable level of convenience greater ease and confidence. These so that they are not left waiting for designs can be useful in both urban extended periods, or given minimal centres as well as along roads with time to complete their crossing. moderate levels of car traffic.

Cost estimates for these physical improvements are listed in the Appendix.

Active Travel to Schools | Urban Design Study | Architectus 9 Facilitating increased active travel to school has the potential to produce significant positive impacts across communities, from increased physical activity and improved health outcomes, reduced traffic congestion during peak hour, neighbourhood satisfaction and perceived safety of seeing more people walking.

10 Active Travel to Schools | Urban Design Study | Architectus Case studies

Three NSW schools Inner urban have been selected Newcastle High to show how this School could work Urban Gosford Public School

Suburban Kellyville High School

Places Schools Strategies These three schools have been The selected schools include Strategies to encourage active selected for their different urban one primary and two secondary travel to school can be adapted contexts, as together they schools. While it is important to suit the particular urban broadly represent the various to consider a range of ages, environments in each place. types of places in which people from a walkability point of view, live across Australian cities and the urban environment should The strategies proposed for towns. facilitate safe and comfortable these three schools can indicate active travel for younger and how the active travel to school Ranging from dense inner urban older children alike. program could be expanded in places to sprawling suburban scale to attract children across areas, these urban contexts The walking and cycling priority the state to make their own way present varying opportunities routes proposed for these three to school. and challenges for active schools make consideration for travel to school based on their the locations of other schools respective street networks and located nearby, as well as environmental qualities. for other attractive places for children such as playing fields and recreation facilities.

Active Travel to Schools | Urban Design Study | Architectus 11 Inner Urban

Inner urban areas can provide relatively direct and green routes to school, but may need improvements to pedestrian safety in key locations.

Case study school Street environments Opportunities

Newcastle High School’s Houses are frequently spaced 1 National Park / King Streets enrolment catchment covers the along most streets, and generally Potential to reprogram existing central core of Newcastle. School have porches and front rooms signals children also have the opportunity facing the street. This provides c. $2,000 to visit parks, beaches, rail and a reasonable level of passive 2 National Park / Hunter Streets light rail (under construction) surveillance of the street, making Potential to reprogram existing transport, and the city centre. walking and cycling feel safer signals due to the apparent proximity c. $2,000 of nearby residents. Inner urban context 3 Dawson / Bull Street Newcastle’s inner urban context Some streets in this network Corner kerb extension features a strong street grid feature wide medians for street c. $15,000 trees and drainage channels. network. This grid offers many 4 Parkway Avenue / Union Street These mature trees provide potential routes for walking Potential to reprogram existing shade and amenity, making and cycling. signals walking more comfortable. c. $2,000 Some local streets are closed to car traffic at one end, making Challenges 5 Turnbull Street / Pacific Highway these streets more safe and Signalised pedestrian crossing enjoyable for active travel. Walking and cycling accessibility c. $300,000 Other streets have become throughout this grid network is (See visualisation on next page) thoroughfares for vehicles, and highly dependent on the quality 6 Darling Street / Gordon Avenue pedestrians will often rely upon of crossings available at street Corner kerb extension crossings to navigate these intersections. While there are a c. $15,000 areas safely. number of well-located pedestrian crossings, generally the broad 7 Darling / Beaumont Streets street intersections can leave Corner kerb extension pedestrians and cyclists exposed c. $15,000 to car traffic. 8 Parkway Avenue / Pacific Hwy Potential to reprogram existing signals c. $2,000 9 Parkway Avenue / Dumaresq St Corner kerb extension c. $15,000 10 Dumaresq / Beaumont Streets Add pedestrian crossings to existing roundabout c. $100,000

12 Active Travel to Schools | Urban Design Study | Architectus Ten key active travel links to Newcastle High School can be improved for the relatively low cost of approximately $470,000

10 1

8 3

7 6 5

0 200 400 600 800 1,000M 1:20,000

13 Inner Urban

Turnbull Street at the Pacific Highway

Turnbull Street could be a convenient and attractive route to school, and is also proposed as a bicycle route in the Newcastle CycleSafe Network.

The Pacific Highway is four lanes 5 wide and reasonably busy with fast-moving car traffic. There are no existing provisions to facilitate crossing of this road.

A crossing in this location would make this proposed priority route to school more viable, and may have minimal impact upon traffic movements.

Proposed

Existing

14 Active Travel to Schools | Urban Design Study | Architectus Proposed

Proposed signalised A signalised pedestrian crossing Alongside the new signals, kerb in this location can provide a safe ramps can be installed to increase pedestrian crossing and reliable means to cross this accessibility. A landscaped road. median with left-in-left-out vehicle access to Turnbull Street would This crossing could be very simplify this intersection, and similar to the existing signalised would also reduce through traffic pedestrian crossing at the Pacific on Turnbull Street, which in turn Highway and Jenner Parade, would increase safety and amenity located 300m to the north. for pedestrians and cyclists using this street to get to school.

Active Travel to Schools | Urban Design Study | Architectus 15 Urban

Urban centres can be busy places, and may require safe pedestrian connections to facilitate walkability.

Case study school Street environments Opportunities

Gosford Public School has an Local streets in the area can be 1 Racecourse Road / Batley St N enrolment catchment spanning good places for walking and Pedestrian crossing Gosford’s urban centre, however cycling alongside shopfronts or c. $25,000 the majority of residential areas houses, however some residential 2 Racecourse Road / Holden St within this catchment are located streets are missing footpaths, and Corner kerb extension to the east of the school. Other this can reduce pedestrian safety. c. $15,000 local attractions for children (See visualisation next page) include playing fields, waterfront Busy roads and employment areas parks, and the city centre. can be less attractive due to noise 3 Racecourse / Showground Rds and lack of streetfront activity. Signalised intersection Urban context c. $500,000 Challenges 4 Racecourse Road / Mann Street Gosford has a grid street network Potential to reprogram existing Walking and cycling in this area is that is broken in places by large signals largely dependent on the quality of hills, the railway line, Narara c. $2,000 Creek, and occasionally by large connections in key locations, such blocks such as Gosford Hospital. as the limited number of bridges These breaks in the street network across the railway line. Often these reduce the area that can be key locations are busy with vehicle accessed within 2km walking traffic, making safe pedestrian distance from school, relative to footpaths and crossings more other more connected places. important.

16 Active Travel to Schools | Urban Design Study | Architectus Four important active travel enhancements can facilitate access from Gosford’s residential areas to a group of local schools for approximately $550,000.

1 2 4

0 200 400 600 800 1,000M 1:20,000

17 Urban

Racecourse Road at Holden Street

Racecourse Road is proposed as a priority walking route from the residential areas of North Gosford to Gosford Primary School (and also Henry Kendall High School). However, it can also be a busy area for cars, especially around 2 Gosford Hospital.

At Holden Street, there is currently a wide street for people to cross, only one kerb ramp, and no physical protection for pedestrians. A crossing improvement in this location can enhance safety and amenity for local school children without impacting upon traffic.

Proposed

Existing

18 Active Travel to Schools | Urban Design Study | Architectus Proposed

Proposed kerb Kerb extensions reduce the The inclusion of threshold paving distance across the street, making of the surface of the street at the extensions it easier and safer for pedestrians crossing point serves an additional to cross. The narrower street width cue to drivers to the potential encourages drivers to move more presence of pedestrians, but does slowly. not alter the right-of-way.

Adding plantings at the street These improvements would corner enhances the walking facilitate safe active travel to experience and helps make a schools along this street. higher quality place.

Active Travel to Schools | Urban Design Study | Architectus 19 Suburban

Suburban areas have many attractive residential streets, but active travel opportunities can be limited by distance and the quality of connections across busy roads.

Case study school Street environments Opportunities

Kellyville High School’s enrolment There are houses along each 1 Windsor Road / Memorial Ave catchment covers extensive street in Kellyville, but a limited Potential to reprogram existing suburban areas punctuated by number of trees. So while the signals playing fields, major creek lines, street may feel like a safe place c. $2,000 and a suburban shopping mall for walking and cycling, it may be 2 President / Greenwood Roads development. uncomfortably hot in summer. Corner kerb extension c. $15,000 Some local streets in the area Suburban context are missing footpaths, and 3 President Road / Malonga Ave The street network in Kellyville is pedestrians can be forced to Corner kerb extension comprised of relatively straight choose between walking on c. $15,000 vegetated verges on the road. and direct main roads, circuitous 4 President Road / Trinity Ave collector roads, and a large Corner kerb extension Main roads in the area are often number of small culs-de-sac. c. $15,000 This network tends to facilitate car busy, noisy, and wide. These travel convenience while active environments are generally not 5 Greenwood Road / Tremain Ave travel routes can be relatively long pleasant places for walking. Corner kerb extension and indirect. Signalised pedestrian crossings c. $15,000 can provide a safe way across 6 Malonga / Meredith Avenues main roads, however large There are some through-block Corner kerb extension roundabouts can be very difficult shortcuts for walking and cycling, c. $15,000 however these connections can for pedestrians to cross due to the involve walking between tall relatively continuous flows of traffic 7 York Road / Meredith Avenue fences out of sight from the street, in all directions. Corner kerb extension so these links may not always feel c. $15,000 safe and inviting, particularly for Challenges 8 York Road / Queensbury and children. Trinity Avenues Active travel to school in this area Add pedestrian crossings to is highly dependent on priority existing roundabout routes that follow quieter but c. $100,000 relatively direct local streets. (See visualisation on next page) 9 Green Road / Marella Ave / Cattai Creek Drive Add pedestrian crossing near existing roundabout c. $100,000 10 Green Road near Broughton Cl Potential to reprogram existing signals c. $2,000

20 Active Travel to Schools | Urban Design Study | Architectus Active travel to Kellyville High School can be encouraged by ten key improvements for the relatively low cost of approximately $300,000

7 5 6 8

4 3 2

0 200 400 600 800 1,000M 1:20,000

21 Suburban

York Road at Queensbury and Trinity Avenues

The proposed priority routes to Kellyville High School converge on this intersection outside the school.

There is currently a roundabout at this intersection, and three of 8 the four streets have kerb ramps and pedestrian islands (one street is lacking crossing provisions completely). This place can be busy with both cars and buses circulating in and out of the high school.

Four pedestrian crossings at this intersection would improve the safety of children who walk and cycle to school.

Proposed

Existing

22 Active Travel to Schools | Urban Design Study | Architectus Proposed

Proposed pedestrian Adding pedestrian crossings to whom may be driving to school this roundabout can give children to drop off or pick up children. crossings at existing who walk and cycle to school Improving the quality of the roundabout confidence that they can navigate walking environment in this key this crossing safely. location can help attract more children to independently walk and Pedestrian crossings in this cycle to school. location can also reinforce the potential presence of pedestrians in the minds of drivers, many of

Active Travel to Schools | Urban Design Study | Architectus 23 Findings

Challenges Improvements Benefits It's not always safe Relatively low-cost Safer and more and easy for kids to design improvements enjoyable routes will walk, cycle, and scoot can be effectively encourage parents to to school in existing targeted to address allow their children to Australian urban key barriers to safe independently make environments. active travel. their own way to school.

24 Active Travel to Schools | Urban Design Study | Architectus Messages

Physical activity Safety Less congestion Active travel is a Children can Active travel great opportunity for experience significant improvements will children to add to the active travel safety encourage more recommended 60 improvements as a children to walk, minutes of moderate result of a relatively cycle, and scoot to vigorous physical low-cost investment to school, and will activity per day.7 of around $450,000 reduce the number of per school. car trips to and from schools.

Active Travel to Schools | Urban Design Study | Architectus 25 Appendix

Cost estimates for physical improvements These cost estimates have been generated using a range of publicly available documents. Actual costs will vary due to a range of site specific conditions and other factors.

Improvement Cost Estimate Landscaped kerb extension $10,000 - 20,00021,22 Landscaped pedestrian crossing $10,000 - $40,00021,22,23 Signalised pedestrian crossing $200,000 - $400,00020 Landscaped corner kerb $10,000 - 20,00021,22 extension Roundabout with pedestrian $100,000 to add crossings to an existing roundabout20 crossings $200,000 - $300,000 for a new roundabout and crossings20 Signalised intersection $2,000 to reprogram signals with more pedestrian-friendly timing20 $500,000 to install a new intersection with pedestrian crossings20

Glossary Amenity Median Street network /street grid The pleasantness, attractiveness, A space between car lanes in The system of interconnecting or physical beauty of a place. the centreline of a road. Medians roads, streets, and pathways in can provide multiple benefits any given area. These systems Attractive places including; providing pedestrians tend to follow patterns based on A place that encourages people with a refuge, separating original layouts and/or evolving to congregate due to the quality vehicles and reducing the risk of uses for land. of the urban environment and the collision, preventing overtaking, activity within it. Attractive places reducing vehicle speed, and as Suburban for children and adolescents a landscaping opportunity. A An area of low to medium density. include (but are not limited to) median island with a break can Suburban areas tend to be schools, community facilities, form a pedestrian refuge island comprised mostly of residential parks, skate parks, and beaches. to protect pedestrians midway areas interspersed with schools, through a crossing of a street. parks, and shopping centres. Kerb extension/kerb blister A kerb extension is the widening Passive surveillance Urban of a footpath into space that The sense of visibility in streets An area of medium to high density was previously allocated to the and public spaces that enables development. Urban areas tend to road. The outcome is to narrow real and/or perceived safety, and have a higher population, density, the width of the road to reduce deters crime. Passive surveillance a variety of activities (such as vehicle speed, assist pedestrian can be achieved by ensuring places for living, working, and crossing, discourage through windows, entrances, and frontages recreation that are often mixed), a traffic, minimise inconvenience of buildings face streets and public diverse economy, and extensive for local residents, and provide a spaces, as well as by the effective infrastructure. landscaping opportunity. use of lighting at night.

26 Active Travel to Schools | Urban Design Study | Architectus References

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Active Travel to Schools | Urban Design Study | Architectus