The precinct’s urban structure (see Principle 2) should be supported by a grid network that follows the established urban structure and the blue–green grid within the precinct, underpinned by shorter block length and higher intersection density, as shown in Figure 10. A grid network can enable certain modes to be prioritised where needed. For example, filtered permeability for walking, cycling and public transport can be used on the most direct routes between major land uses to prioritise these more efficient and sustainable travel modes over driving.

When developing a grid network in greenfield precincts, ensure it is oriented towards the blue–green grid and makes the most of the recreational, stormwater management and scenic opportunities inherent in the blue–green grid. In brownfield precincts with existing networks, the grid-like arrangement can be emulated through mid-block crossings, integrating dead-end streets with the wider network and creating more access points within a precinct.

Figure 10 The grid network should follow the established urban structure and the blue–green grid.

Create a grid-like structure with less than 250m block lengths and more than one intersection per ha

A transport network with a grid-like or modified grid structure is an interconnected pattern of streets that follows a predictable, roughly orthogonal layout that suits the topography, land uses and building forms. With fine-grained block size and high intersection density, grid street networks can make a precinct more walkable, navigable and adaptable compared to a network with winding roads and cul-de-sacs.

The grid-like structure should be supported by shorter block lengths and higher intersection densities with minimal dead-end streets. In greenfield settings, the recommended block length is 120–180m with an average block perimeter of 360m. The maximum block length on any one side is 220m in residential and mixed-use areas, and 250m for industrial areas. A precinct should have at least one intersection per ha on average to create smaller intersections and more frequent crossing opportunities. This intersection density refers to all modes, not just cars. For example, an intersection that is accessible for walking and cycling only would still count towards the intersection density matrix.

In brownfield settings where creating a new grid is not an option, a grid-like structure can be emulated by creating new connections in the precinct. For example, paths that end in cul-de-sacs and dead-ends can be extended to their surrounding network, even if it’s just for select modes like walking or cycling. Additional mid-block crossings and through-site links every 130m can be provided in larger blocks to increase the intersection density and overall network permeability.

Use filtered permeability to make walking, cycling and public transport the most convenient options

For many trips, direct routes for people walking, cycling and taking public transport, with the shortest and fastest ways of travelling from place to place, can make these modes more attractive than driving.

The directness ratio measures an available route against the shortest possible connection within the network. Measured in both time (effort) and distance, walking, cycling and public transport trips on the network should be more direct compared to private vehicle trips. If driving is still more direct, consider implementing filtered permeability to filter out private vehicles in some key locations to improve the relative directness for walking, cycling and public transport. This can be achieved using tools such as signage, bollards, pocket parks and bus gates. Exceptions can be extended to emergency services where needed. Solutions may be temporary and reversible so they can be installed quickly and tested for effectiveness before a more permanent solution is provided.

Figure 11 Newington’s network is more permeable by walking and cycling than driving 

Integrate with other precincts and the wider transport network using multiple access points

Planning for a precinct doesn't stop at the precinct boundary. To create seamless neighbourhoods, precincts should be integrated with the existing street network wherever possible. A gated precinct with only one access point suffers from indirect and limited connections to its surrounding areas.

A grid street network should allow walking, cycling and public transport entry and exit at multiple points within a precinct to provide direct connections to main streets and neighbouring centres and precincts. In many cases, having more connections results in passive surveillance and improved community and personal safety. It is desirable to avoid main roads through centres to encourage walking, cycling and public transport and reduce high-speed traffic and noise, particularly in sensitive areas.

When a precinct is surrounded by major barriers such as motorways, railways and utility connections, crossings for people walking and cycling should be provided at least every 400m to maximise the 15-minute walking and cycling catchment. Crossing for buses and public transport should be provided at least every 1200m to enable acceptable spacing and connectivity for public transport stops.

Orient the street grid towards the blue–green grid

The street grid should respond to the landscape as this can influence the location and function of places in the network. The blue–green grid can be primary walking and cycling routes for recreation, local trips and commuting. Orientating and providing frequent network connections to the blue–green grid can enable walking and cycling.

• Greener Places: An urban green infrastructure design framework for NSW (GANSW 2020)
• Guide to Traffic Management Part 8: Local Street Management (Austroads 2020)
• Habitat III Issue Papers, 11 – Public Space (UN 2016)
• Street Design Guidelines for Landcom Projects (Landcom 2008)