AS 4586 Slip Resistance P-Ratings

POST 1 OF 5

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	AS/NZS 2890.3 Bicycle Parking Guide: What Councils Now Enforce
Meta Desc	AS/NZS 2890.3 bicycle parking is quietly becoming a council compliance issue. Here's what facility managers need to know before the next audit.
Slug	/blog/as-nzs-2890-3-bicycle-parking-guide
Canonical	https://www.linemarkingaustralia.com.au/blog/as-nzs-2890-3-bicycle-parking-guide
Char count	Title: 62 | Desc: 143

AS/NZS 2890.3 Bicycle Parking: The Standard Nobody Mentions Until Your Development Gets Knocked Back

A property developer in Box Hill found out about AS/NZS 2890.3 the hard way.

Council rejected his development application. Not for the carpark layout, not for the accessible bays. For the bike parking. The drawing showed standard hoops bolted near the loading dock with no defined lane markings, no circulation clearances, and no signage. Two rounds of redesign. Six weeks of delay. A lot of very annoyed stakeholders.

We get called in after situations like that more often than you'd think. And the frustrating part? It's completely avoidable. The standard has been around since 2002. It's just that almost nobody talks about it until council brings it up.

So let's fix that.

Upload your plans for a compliance assessment and fixed-price quote within 48 hours — 0468 069 002

What Is AS/NZS 2890.3?

AS/NZS 2890.3:2015 is the Australian and New Zealand Standard for bicycle parking facilities. It covers off-street bicycle parking at commercial, residential, and mixed-use developments — the kind of facilities most facility managers and developers deal with every day.

It sits alongside the more widely known AS/NZS 2890.1 (carparks) and AS/NZS 2890.6 (accessible parking) in the 2890 series. The same logic applies to all of them: the National Construction Code references these standards, and councils use them when assessing development applications and compliance audits.

Ignore them and you're playing a guessing game with council approvals. Follow them and the whole process is a lot smoother.

Who Actually Needs to Know About This?

Short answer: anyone responsible for a building or facility that generates cycling trips.

That sounds vague, so here's a practical list. Commercial office buildings. Shopping centres. Healthcare facilities. Schools and universities. Gyms and recreational facilities. Apartment complexes. Industrial and warehousing precincts in inner-ring suburbs where cycling is increasingly common.

If you're managing or developing any of those, there's a reasonable chance AS/NZS 2890.3 applies to your situation. And in most states, councils now check for it. We've seen compliance notices issued in Melbourne's inner north, Sydney's inner west, and across Brisbane's growing inner-city precincts.

What the Standard Actually Requires

Bicycle Parking Classes

AS/NZS 2890.3 defines two classes of bicycle parking:

Class 1 (secure/covered): Suitable for long-term parking — commuters, employees, residents. Must be under cover, accessible via a secure entry, and provide a means to lock the whole bike frame. Think bike cages, lockers, or dedicated secure rooms.

Class 2 (short-stay): Suitable for visitors and short-term parking. Must support the frame and at least one wheel, be fixed to the ground or structure, and be positioned so a U-lock can secure the frame. Standard hoops and rails fall here — but they have to meet specific dimensional requirements.

Most facilities need both. A shopping centre needs Class 2 hoops out front for customers and Class 1 facilities for staff. A commercial office might need Class 1 secure cages near the lifts for all-day parkers.

The Dimensions That Catch People Out

This is where most non-compliant facilities fall over. It's not usually that they don't have bike parking — it's that the spacing is wrong.

The standard specifies minimum aisle widths between rows of parking, clearance zones around each unit, and access path widths from the bike parking area to the building entry. Get any of those wrong and you've technically got non-compliant facilities even if the hoops themselves are perfectly installed.

The clearance zone issue is particularly common. We've seen facilities where the bike hoops were bolted down but a parked car's rear overhang blocked half the access aisle. Technically non-compliant. Council noticed. Fix-it notice issued.

Line Marking Requirements Under AS/NZS 2890.3

Here's where we come in directly.

The standard requires bicycle parking areas to be clearly delineated with line marking. The marked area needs to define the bicycle parking zone boundaries, indicate the direction of travel within the area, and separate the cycling circulation space from pedestrian and vehicle areas.

In practice this means:

• Bay markings defining each bicycle's parking space
• Green or white lane lines indicating the cycling access path
• Symbolic markings (bicycle symbols and arrows) on shared paths approaching the parking area
• Separation lines between the bicycle area and adjacent vehicle parking or pedestrian zones

Most of those need to be applied to the specific standards for line width and colour under AS/NZS 2890.3 — not just eyeballed. We use the correct 100mm line widths, the right retroreflective materials for covered areas, and the proper symbol dimensions.

Why Councils Are Getting More Serious About This

Cycling infrastructure has jumped up the political agenda in every major Australian city. Transport strategies from the Victorian Government, Transport for NSW, and the Queensland Department of Transport all include targets for increased cycling mode share. Those targets mean councils are now looking much more closely at whether developments are actually supporting cycling.

According to the [Australian Building Codes Board](https://www.abcb.gov.au/), the NCC references these standards as part of its performance requirements for access and egress. That means compliance isn't optional — it's baked into the approval process.

We've seen enforcement tighten noticeably since 2022. Where councils used to flag it as a minor note, they're now issuing formal non-compliance notices and requiring rectification before occupation certificates are granted.

A Real Example: The Campbellfield Warehouse That Got It Right First Time

We worked with a logistics facility in Campbellfield that was adding a new staff amenities building to their existing complex. The development included new car parking, and their architect had thoughtfully included bicycle parking near the new shower and locker facilities.

Good instinct. But the drawing showed six hoops in a row with no access aisle markings, no clearance zones, and the whole area was adjacent to a truck circulation road with no separation.

We came in during the design phase (which is always better than afterwards), marked out the compliant layout on the hardstand, confirmed dimensions, and produced the line marking to match. Green bike lane leading from the street entry, clear separation markings at the vehicle interface, bay markings for each unit, and directional arrows.

Council approved the development without a single query about the bicycle parking. The facility manager told us afterwards it was the first development he'd done where that section just sailed through.

That's the goal. Not heroics. Just getting it right first time.

Got a development or facility that needs bicycle parking marking? Send us your plans — we'll quote within 48 hours.

Common Mistakes We See

After doing this across hundreds of commercial developments, here's what consistently catches people out:

• Hoops too close together. The standard specifies centre-to-centre spacing. Many suppliers install to their own default spacing which is often narrower than required.
• No separation from car parking. Bikes and cars sharing a painted line is not adequate separation. You need a clearly defined circulation aisle that vehicles physically cannot enter.
• Marking done after the fact. We get called in after facilities are built and occupied, then have to squeeze compliant markings around existing infrastructure. It always costs more and looks worse than designing it in from the start.
• Wrong symbol sizes. Bicycle symbols on approach paths need to be the correct dimensions specified in AS 1742 for path markings. We've seen tiny symbols that look like design elements but provide zero functional guidance.
• Class confusion. Installing only Class 2 hoops when the development needs Class 1 secure parking. Long-stay users (employees, residents) need secure facilities, not just hoops in a laneway.

How to Check Your Existing Facility

You don't necessarily need us to come out for a full assessment (although we can, and we're happy to). Start by asking these questions yourself:

• Does your bicycle parking have clear line marking defining the zone boundaries?
• Is there a clear, marked access path from the street or building entry to the parking area?
• Are bicycles separated from vehicle traffic by marked clearances?
• Does long-stay parking (employees, residents) meet Class 1 requirements?
• Are the hoops or rails spaced correctly and anchored properly?

If you're answering 'not sure' to any of those, it's worth getting it checked before council does it for you. The fine for a non-compliant bicycle parking facility isn't huge on its own. But it delays occupation certificates, holds up developments, and creates headaches you don't need.

What a Compliant Installation Looks Like

We recently completed a bicycle parking upgrade at a medical centre in Clayton. The facility had 12 hoops installed years ago — no markings, no access aisle, hoops placed against the building wall with cars parking within a metre of them on both sides.

We stripped the old ad-hoc layout, marked out a proper bicycle zone with a 1.5m access aisle, repositioned the hoops to the correct spacing, added bicycle symbols on the approach path from the footpath, and installed separation markings at the car park interface.

The total job took one Saturday morning. The facility now has compliant bicycle parking they can show council, show their insurers, and show anyone else who asks. It cost less than the development application amendment would have cost if council had flagged it.

Frequently Asked Questions

Does AS/NZS 2890.3 apply to existing buildings or just new developments?

Primarily new developments and major renovations. If you're doing a significant fitout or adding new infrastructure, it triggers a fresh assessment. Existing facilities that haven't changed generally aren't retrospectively assessed — but if you're doing any work that requires a building permit, council will look at the whole facility.

Is bicycle parking line marking different from carpark line marking?

Yes, in a few ways. The colours and symbols follow cycling-specific conventions (often green lanes on approach paths). The dimensions and clearances are different from car bays. And the materials need to be appropriate for bicycle tyre contact — same slip resistance requirements, but different wear patterns than vehicle traffic. We've got crews experienced in both.

Who do I call if council has issued a non-compliance notice about bicycle parking?

Call us. We've dealt with this situation plenty of times. We'll assess what's needed, quote the rectification work, and get it done fast enough to meet council's timeframe. Most rectification jobs are one or two days of work. James can be reached on 0468 069 002.

Do you mark bicycle lanes on roads as well as parking areas?

Yes. Road bicycle lanes follow AS 1742 standards and VicRoads or state authority specifications. We're approved contractors for road marking in Victoria and New South Wales. See our [road line marking](/services/road-line-marking) page for details.

Ready to get compliant? Upload your site plans and we'll have a fixed-price quote back to you within 48 hours. Call James on 0468 069 002.

Line Marking Australia has completed 5,000+ projects across Australia since 2009. We're VicRoads approved, carry $20M public liability and $10M professional indemnity, and every job comes with compliance documentation you can show council. Fixed prices, not estimates that change at invoicing.

Internal Links for CMS

• [Carpark Line Marking](/services/carpark-line-marking/)
• [Road Line Marking](/services/road-line-marking/)
• [Accessible Parking Line Marking](/services/accessible-parking-line-marking/)
• [AS/NZS 2890.1 Guide](/blog/as-nzs-2890-1-complete-guide-carpark-standards/)
• [AS/NZS 2890.6 Guide](/blog/as-nzs-2890-6-accessible-parking-compliance-requirements/)
• [Line Marking Melbourne](/state/melbourne/)
• [Line Marking Sydney](/state/sydney/)
• [Pedestrian Safety Marking](/services/pedestrian-safety/)

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POST 2 OF 5

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	Carpark Fails Council Inspection: What To Do Next | LMA
Meta Desc	Council issued a carpark non-compliance notice? Here's exactly what happens, what the fines look like, and how to fix it fast before it escalates.
Slug	/blog/what-happens-carpark-fails-council-inspection
Canonical	https://www.linemarkingaustralia.com.au/blog/what-happens-carpark-fails-council-inspection
Char count	Title: 55 | Desc: 146

Council Just Knocked Back Your Carpark. Here's What Happens Next.

The call came at 4:30pm on a Thursday.

The property manager had been managing the complex for six years. He'd never had a council compliance notice before. Now he had one sitting on his desk, referencing Section 7.3 of the local planning scheme, listing four non-conformances in the basement carpark, and giving him 28 days to fix them.

He found our number, called us the next morning, and we had a crew in there the following Saturday night. All four issues resolved. Compliance documentation provided Monday. He submitted his rectification notice to council with three weeks to spare.

The whole thing was stressful for him, but it didn't need to be. If you know what you're dealing with, a council non-compliance notice on a carpark is a very fixable problem. Here's what you need to understand.

Got a non-compliance notice? Call James directly on 0468 069 002 — we can assess and quote same day.

Why Carparks Get Non-Compliance Notices

Most carpark compliance issues fall into four categories. Understanding which one you're dealing with determines how fast and how expensive the fix is.

1. Accessible Parking Bay Dimensions

This is the single most common issue we see. AS/NZS 2890.6:2009 specifies that accessible parking bays must be a minimum of 3,200mm wide, with an adjacent shared area of 2,400mm. That shared area needs to be level (maximum 1:40 gradient) and marked in yellow.

A lot of older carparks were marked at 2.8m or even 2.6m. That was tolerated for years. It isn't anymore. Councils are now actively measuring accessible bays during audits, particularly in healthcare, retail, and government facilities.

The fine for non-compliant accessible parking starts at $4,800 in most states. We've seen clients hit with that fine in Dandenong South, Frankston, and across inner-western Sydney within the past two years.

2. Bay Dimension Non-Compliance Under AS/NZS 2890.1

Standard bays need to be a minimum of 2,400mm wide and 5,400mm long for 90-degree parking. End bays adjacent to walls need an additional 300mm. Aisle widths for 90-degree two-way traffic need to be a minimum of 6,200mm (we recommend 6,500mm).

We marked a shopping centre in Frankston years back where the aisles came in at 5,500mm. Two-way traffic couldn't pass. Council flagged it in a development compliance audit. The fix involved removing every second row of bays and remarking. Around 40 bays gone, roughly $12,000 in rework. That's the expensive version of not getting dimensions right the first time.

3. Faded or Non-Existent Line Marking

A surprisingly large number of non-compliance notices don't cite a dimensional issue at all — they cite absence of adequate marking. Lines faded below minimum retroreflectivity. Bay boundaries invisible in wet conditions. Pedestrian crossing markings worn to nothing. Directional arrows gone.

Under AS/NZS 2890.1, line marking needs to be maintained at a standard that provides adequate delineation under all likely conditions. That's the standard the council inspector is applying when they walk through your carpark with a clipboard.

4. Missing Mandatory Markings

No fire lane markings. No 'NO PARKING' zones. Missing directional arrows in one-way aisles. Accessible bay symbol absent or non-compliant. These are all citable non-conformances under the standard.

We've had facility managers call us genuinely confused about why they got a notice — their lines were visible and the bays looked fine. Then we looked at the notice and it was about the absence of specific mandatory markings the previous contractor had simply never applied.

The Timeline of a Non-Compliance Notice

Understanding what you're actually dealing with helps you respond calmly rather than in a panic.

Day 0: Notice Issued

Council issues a formal notice under the relevant planning legislation. In Victoria this is typically under the Planning and Environment Act 1987. In NSW under the Environmental Planning and Assessment Act. The notice will specify the non-conformance, reference the relevant standard or planning condition, and give a rectification timeframe — usually 14 to 28 days for minor marking issues, potentially longer for structural matters.

Days 1-3: Assess and Quote

This is where you call us. Send us the notice, send us your carpark plans if you have them, and we'll assess what's needed. For most marking issues, we can quote from plans and photos without a site visit. For dimension issues we'll need to come out, but we can usually do that within 48 hours.

Days 4-10: Schedule and Complete Work

Most carpark line marking rectification work is done overnight or over a weekend. We work around your operations so tenants and customers aren't affected. A typical 200-bay carpark with multiple non-conformances takes one to two nights.

Days 10-14: Provide Compliance Documentation

We provide completion photos, compliance documentation referencing the relevant AS/NZS standards, material certifications, and dimension verification. You use that documentation in your rectification notice response to council.

Days 14-28: Submit to Council

You submit your rectification notice with our documentation attached. In our experience, councils accept this without further inspection in about 90% of cases. Occasionally they'll send an inspector for a quick look, but with proper documentation and quality work, that's not a concern.

Don't leave it to the last week. Upload your plans or photos now and we'll quote the fix within 48 hours.

What Happens If You Don't Fix It in Time

This is where people get into real trouble.

If you don't respond to a council non-compliance notice within the specified timeframe, council can issue a penalty infringement notice. In Victoria, for a body corporate or company managing a commercial property, those fines can reach $10,000 or more for ongoing non-compliance with a planning condition.

Beyond the fine, council can also issue a compliance order requiring works to be completed before a specified date. Ignore that and you're in the territory of enforcement proceedings. We've had clients call us in that situation and it's always significantly more expensive and stressful than just dealing with the original notice promptly.

There's also an insurance dimension here that most people don't think about. If someone is injured in your carpark due to non-compliant marking and you had a council notice outstanding that you didn't act on, that's going to be a very uncomfortable conversation with your insurer. Non-compliance with a known defect is a different insurance position to an unforeseen accident.

A Recent Example That Shows How Smooth It Can Be

A strata manager in Cheltenham called us about a 220-bay underground carpark. Council had flagged three issues: accessible bays measured at 3,000mm instead of 3,200mm, no shared area hatching on two of the four accessible bays, and directional arrows missing from the entry ramp.

We assessed Tuesday afternoon, quoted by Wednesday lunchtime. Fixed price, no surprises.

Two-person crew worked Thursday and Friday nights. We ground out the existing accessible bay lines, remarked at the correct 3,200mm with proper shared area hatching in yellow, and added the missing directional arrows throughout.

Total work time: 11 hours across two nights. Compliance documentation provided Friday morning. Strata manager submitted the rectification response to council that same day with 18 days to spare.

No drama. Sorted.

Frequently Asked Questions

Can we dispute the council notice if we think our markings are compliant?

Yes, you can formally dispute it. But in our experience, if council has measured and cited specific dimensions, the measurements are usually right. The cost of disputing — including your time, legal input, and the council process — often exceeds the cost of just fixing the issue. We'll always be honest with you about whether the cited non-conformance is legitimate when we assess.

How much does rectification typically cost?

We don't publish pricing because every situation is different. A simple accessible bay remarking might be a few hundred dollars. A full carpark redimension with removal of existing marking is a much larger job. Upload your plans or photos and we'll give you a fixed price within 48 hours. No obligation.

Can you provide documentation that satisfies council?

Yes. We provide completion photos, compliance documentation referencing AS/NZS 2890.1:2021 and AS/NZS 2890.6:2009 (or whichever standards apply), material certifications, and measured dimension verification. We've had this documentation accepted by councils in Victoria, NSW, Queensland, and South Australia without further queries.

We manage multiple sites — can you coordinate across them?

Absolutely. We manage jobs across multiple sites for strata managers, shopping centre groups, and logistics companies regularly. We can coordinate scheduling, provide consolidated documentation, and work to a single point of contact. Call James on 0468 069 002 to talk through a multi-site situation.

Non-compliance notice on your desk? Call James on 0468 069 002 or upload your plans and we'll have a quote to you within 48 hours.

Line Marking Australia. Since 2009. 5,000+ projects. VicRoads approved. $20M public liability. Fixed prices, full compliance documentation on every job.

Internal Links for CMS

• [Carpark Line Marking](/services/carpark-line-marking/)
• [Accessible Parking Line Marking](/services/accessible-parking-line-marking/)
• [Line Marking Removal](/services/line-marking-removal/)
• [AS/NZS 2890.1 Guide](/blog/as-nzs-2890-1-complete-guide-carpark-standards/)
• [AS/NZS 2890.6 Guide](/blog/as-nzs-2890-6-accessible-parking-compliance-requirements/)
• [Strata Body Corporate Guide](/blog/strata-body-corporate-line-marking-owner-guide/)
• [Line Marking Melbourne](/state/melbourne/)
• [Line Marking Sydney](/state/sydney/)

POST 3 OF 5

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	DDA Compliance Checklist: Accessible Parking, TGSIs & Ramps
Meta Desc	A practical DDA compliance checklist for facility managers covering accessible parking bays, TGSI installation, kerb ramps and line marking requirements.
Slug	/blog/dda-compliance-checklist-accessible-parking-tgsi-kerb-ramps
Canonical	https://www.linemarkingaustralia.com.au/blog/dda-compliance-checklist-accessible-parking-tgsi-kerb-ramps
Char count	Title: 59 | Desc: 153

The DDA Compliance Checklist Every Facility Manager Should Run Through Once a Year

The phone rang at 7:45am on a Monday. A hospital operations manager in Clayton.

They'd had an accessibility advocate walk through their main carpark the previous Friday as part of a community consultation on a planned expansion. The advocate had taken photos. Lots of them. Sent them to council over the weekend with a detailed written complaint. The operations manager now had four days to prepare a written response.

He needed to know exactly what was wrong and exactly what to do about it.

We were on site by Wednesday morning. The issues were real but fixable: accessible bays with incorrect dimensions, TGSIs that had been installed in the wrong pattern, a kerb ramp with inadequate marking, and two pedestrian crossings with faded lines that no longer met visibility standards.

Three days of work across the following weekend. All fixed before the response deadline.

The thing is, none of those issues were new. They'd been there for years. No one had walked through with a checklist. If someone had, they'd have spotted all of it and fixed it well before it became a formal complaint.

So here's the checklist. Use it.

Want us to do the assessment for you? Upload your site plans and we'll identify every compliance gap — quote within 48 hours.

Part 1: Accessible Parking Bays (AS/NZS 2890.6:2009)

Accessible parking is the most frequently cited DDA issue in commercial facilities. The standard is specific and councils now measure.

Bay Dimensions

• Standard accessible bay: minimum 3,200mm wide x 5,400mm long
• Shared area: minimum 2,400mm wide x 5,400mm long, adjacent to the bay
• Angle parking accessible bay: 2,400mm wide x 5,400mm long with shared area to the side
• Gradient: maximum 1:40 in any direction — both the bay and shared area

Measuring these takes 10 minutes and a tape measure. If your bays come in under 3,200mm, that's a citable non-conformance. We've seen facilities with bays at 2.9m that had been that way for years before someone finally measured.

Bay Marking

• Bay line colour: yellow for accessible bays (not white)
• Shared area: marked with yellow diagonal hatching at 45 degrees
• International Symbol of Access (ISA): marked on the bay surface in the correct proportions — not a sticker, not a sign on a pole as a substitute
• Bollard: required in the shared area of angle parking spaces at 800mm from the roadside end, minimum 1,300mm high in a contrasting colour

Bay Location

• Accessible bays must be within 50 metres of the accessible building entry
• The path from the bay to the entry must be accessible under AS/NZS 1428.1:2009 — level or gently sloped, minimum 1,000mm wide, no abrupt changes in surface
• Accessible bays at grade (street level) must connect to the footpath via a compliant kerb ramp

Quantity Requirements

The required number of accessible bays depends on the facility type and total bay count. For a commercial carpark with fewer than 100 bays, typically 1 accessible bay is required. 100-200 bays: 2 accessible bays. Over 200 bays: a percentage based on facility type under AS/NZS 2890.6 Table 2.1. Healthcare facilities have higher requirements.

Part 2: Tactile Ground Surface Indicators (AS/NZS 1428.4.1:2009)

TGSIs are the raised dot and stripe patterns you see at pedestrian crossings and hazard points. They provide navigation cues for people with vision impairment. Get them wrong and they're either useless or actively misleading.

Types and Where They Go

• Hazard TGSIs (raised dots): 600mm depth, full width of the path, at the top of stairs, at kerb edges, at level crossings, at any point of hazard for vision-impaired pedestrians
• Directional TGSIs (raised stripes): indicate the direction of travel along a path. Used at decision points, near accessible parking bays, at intersections of accessible paths

Common Installation Errors We Correct

• Wrong colour — must contrast visually with surrounding surface (typically yellow on grey or charcoal on light surfaces)
• Wrong pattern — hazard dots used where directional stripes are required, or vice versa
• Installed at incorrect depth — less than 600mm depth doesn't provide adequate warning distance
• Not at the kerb edge — TGSIs installed 500mm back from the kerb instead of at the edge
• Inconsistent across the path network — some decision points marked, others not

We learned about TGSI errors the expensive way. In 2017 we completed a job at a food processing facility in Tullamarine and specified the wrong TGSI colour for the surface type — the contrast ratio didn't meet AS/NZS 1428.4.1 requirements. We had to replace the entire installation at our cost. Around $3,200 gone. Our current process includes a colour contrast check against the installed surface before any TGSI job is confirmed.

Part 3: Kerb Ramps (AS/NZS 1428.1:2009)

A kerb ramp connects an accessible parking bay or footpath to the road or carpark surface. They're required wherever there's a level change on an accessible path. Get the marking wrong and the ramp fails its accessibility purpose even if the physical ramp is correctly built.

Kerb Ramp Marking Requirements

• Tactile hazard indicators: required at the top of every kerb ramp landing — full width, 600mm depth
• Colour contrast: the ramp surface should contrast visually with the surrounding path — sometimes this is achieved by the ramp material itself, sometimes by marking
• Width: minimum 1,200mm clear width at the ramp — this needs to be maintained including any line marking or raised indicators that might encroach on the clear path
• Gradient: maximum 1:8 for the ramp proper, 1:10 for the flared sides. Often a construction issue rather than a marking issue, but worth checking

Part 4: Pedestrian Crossing Markings (AS 1742.10:2009)

Pedestrian crossings within carparks and on private roads are often overlooked in compliance audits. But they're absolutely part of the accessible path network and they do get cited.

What Compliant Crossing Marking Looks Like

• Line width: 150-300mm for crossing lines (wider than standard bay lines)
• Colour: white
• Retroreflectivity: crossing markings in active use areas need to meet minimum retroreflectivity under AS/NZS 1906.3 — meaning they need to be visible at night under headlights
• Condition: markings faded to less than 50% of their original contrast are typically considered non-compliant

We use a retroreflectometer on any job where crossing visibility is a stated compliance requirement. It's the only way to actually prove compliance rather than just assert it.

Running the Checklist: How Long Does It Actually Take?

For a typical commercial carpark with 100-200 bays, a proper accessibility compliance walk-through takes about 90 minutes if you know what you're looking at. Take a tape measure, a camera, and this checklist.

You don't need to hire a specialist accessibility consultant for the initial check. What you need is someone who knows the standards, knows what to measure, and is honest about what they find. If you find issues, then you might need professional input on the remediation design.

Or you can just call us. We do free compliance assessments for facilities where there's a reasonable scope of marking work involved. We're not going to find problems that don't exist — that doesn't help anyone. But we will tell you honestly what we see.

Book a compliance assessment. Upload your site plans or call James on 0468 069 002. We'll tell you exactly what needs fixing and quote it on the spot.

Frequently Asked Questions

How often should we audit our accessible parking and TGSI compliance?

Annually is a sensible minimum for commercial facilities. Any time there's significant maintenance work, new surface coatings, or changes to the carpark layout, those areas need to be reassessed. We recommend a documented annual check so you've got a paper trail showing ongoing due diligence.

Can TGSIs be applied to existing surfaces or do they need to be embedded?

Surface-applied TGSIs are acceptable under AS/NZS 1428.4.1 provided they meet the specification for height, colour contrast, and tactile profile. They're more common in retrofit situations. We install surface-applied TGSIs regularly — the key is using a quality product with proper adhesive for the surface type and ensuring the profile meets the standard.

What if our accessible bay dimensions can't be changed because of the carpark structure?

This comes up in older multi-storey carparks where structural columns constrain bay widths. There are provisions in the standard for demonstrating equivalent access where full compliance is physically impossible. This gets into building surveyor territory and may require a council assessment. We can work with your building surveyor on the marking aspects of any approved alternative solution.

Got a compliance question? Call James directly on 0468 069 002. We're happy to talk it through before you commit to anything.

Line Marking Australia. Since 2009. VicRoads approved. $20M public liability. Full compliance documentation on every job.

Internal Links for CMS

• [Accessible Parking Line Marking](/services/accessible-parking-line-marking/)
• [TGSI Guide](/blog/tactile-ground-surface-indicators-tgsi-guide/)
• [Carpark Line Marking](/services/carpark-line-marking/)
• [Pedestrian Safety Marking](/services/pedestrian-safety/)
• [AS/NZS 2890.6 Guide](/blog/as-nzs-2890-6-accessible-parking-compliance-requirements/)
• [Line Marking Melbourne](/state/melbourne/)
• [Line Marking Clayton](/state/melbourne/clayton/)

POST 4 OF 5

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	AS 1318 Safety Colours Guide: Red, Yellow & Green in Australian Workplaces
Meta Desc	AS 1318 defines what red, yellow and green mean in Australian workplace safety marking. Using the wrong colour isn't just an aesthetic issue — it's a compliance failure.
Slug	/blog/as-1318-safety-colours-guide-workplace-marking
Canonical	https://www.linemarkingaustralia.com.au/blog/as-1318-safety-colours-guide-workplace-marking
Char count	Title: 74 | Desc: 169

AS 1318 Safety Colours: Why Using the Wrong Colour in Your Warehouse Is a Compliance Issue, Not Just an Aesthetic One

We made an expensive mistake in 2017 that taught us something important about colour.

A food processing facility in Tullamarine asked us to mark safety zones around their automated equipment. We specified standard safety yellow for all hazard boundaries. Looked great. Client seemed happy.

Three weeks later, the safety manager called. Turns out yellow at that facility indicated food-grade equipment zones. It was an internal convention that had been in place for years, well understood by all staff. Our new yellow hazard markings were creating genuine confusion about which areas were equipment zones and which were danger zones.

We had to redo the entire marking scheme at our cost. Around $2,400 gone. And more than the money, it could have contributed to a safety incident if a worker had misread the markings during that three-week window.

That experience taught us to verify existing colour conventions before specifying anything. And it taught us why AS 1318 matters more than most contractors bother to explain.

Getting your warehouse or factory marked? Upload your plans and we'll verify colour compliance before a single line goes down — quote within 48 hours.

What Is AS 1318?

AS 1318:1985 (reaffirmed 2011) is the Australian Standard for the use of colour for the marking of physical hazards and the identification of certain equipment in industry. It's not the most recently revised standard on the shelf — the underlying colour psychology and safety logic haven't changed enough to warrant a wholesale rewrite — but it's still the benchmark document referenced in WHS regulations and Safe Work Australia guidance.

The standard applies to industrial facilities: warehouses, factories, manufacturing plants, processing facilities, logistics operations. Anywhere where floor marking is used to communicate safety information to workers.

It's worth noting that AS 1318 works alongside other standards. AS 1319 covers safety signs. Safe Work Australia's [code of practice for managing risks of plant](https://www.safeworkaustralia.gov.au/) addresses guarding and exclusion zone requirements. AS 1318 specifically governs the colours used in marking those zones.

The Four Colour Meanings You Must Get Right

Red — Danger, Stop, Fire Equipment

Red means danger. Stop. Do not enter. Fire equipment location.

In floor marking, red is used for:

• Emergency stop markings — the floor position of emergency stop buttons, often marked with a red circle or bordered zone
• Fire equipment locations — hose reels, extinguisher positions, hydrant access zones
• Danger zones around high-voltage equipment, moving machinery, or areas where entry without specific authorisation is prohibited
• Traffic stop lines at intersections or entries where vehicles must come to a complete stop

The critical thing about red is that it should never be used for anything other than these applications. We've seen facilities where red was used for 'this is the cleaning equipment area' or 'this aisle belongs to Team Red.' That's not just non-standard — it's actively confusing because workers are trained to associate red with danger.

Yellow — Caution, Boundaries, Forklift Zones

Yellow is by far the most used colour in industrial floor marking. It means caution. Be aware. This is the boundary.

Yellow is used for:

• Forklift lane boundaries — the lines defining where forklifts operate
• Pedestrian walkway edges — not necessarily the walkway itself, but its boundaries
• Hazard warnings — the approach to a step, a low overhead clearance, a blind corner
• Caution zones around equipment that is intermittently active
• The perimeter of work areas where caution is required but entry is not prohibited

Yellow and black diagonal striping (sometimes called tiger striping or hazard chevrons) intensifies the caution message. It's used for the most significant caution applications — the edge of a loading dock, a permanent exclusion zone perimeter, a zone where overhead cranes operate.

The Tullamarine mistake I mentioned at the start of this post was a yellow issue. The facility had developed an internal convention that overlaid the standard. That's not uncommon — but it's a good reminder to always check what yellow already means in a specific facility before applying it.

Green — Safety, First Aid, Emergency Egress

Green means safe. Emergency exit. First aid.

In floor marking, green is used for:

• First aid and emergency equipment locations — the zone around first aid kits, defibrillators, eyewash stations
• Emergency assembly points — often marked on the floor as the gathering zone with a green border
• Safe pedestrian walkways where pedestrians are fully separated from vehicle traffic and machinery
• Emergency egress paths — the path from a work area to an exit, marked to remain visible in smoke or low light

Green marking for pedestrian walkways is particularly important in manufacturing environments. When there's a genuine separation between pedestrian and forklift traffic, green walkways communicate that safety to workers clearly and consistently.

White — Housekeeping, General Information

White is the default for non-safety floor marking. Parking bay lines. Aisle boundaries in lower-risk areas. Storage location indicators. Process flow arrows in non-hazardous areas.

White doesn't carry a specific safety message the way red, yellow, and green do. It's informational rather than prescriptive. When you see white lines in a warehouse, they're telling you about the layout, not warning you about a specific hazard.

The Colours That Cause the Most Confusion

Orange

Orange is not in AS 1318's primary colour set but it's increasingly used in practice — often for mobile equipment zones or temporary marking. Because it's not formally defined in the standard, its use varies between facilities. If you use orange, document what it means in your facility's hazard communication system.

Blue

Blue is used for mandatory action and information in AS 1319 (safety signs) — things like 'wear hearing protection' or 'wash hands.' In floor marking it's less common, but when used, it typically indicates information or mandatory compliance areas rather than a physical hazard.

What a Compliant Colour Scheme Looks Like in Practice

Here's a real example from a distribution centre we marked in Somerton, northern Melbourne.

The facility had approximately 8,000 square metres of warehousing with heavy forklift traffic. The previous marking scheme used yellow for everything — forklift lanes, pedestrian walkways, hazard zones, storage areas. Workers essentially ignored the colour because it didn't differentiate anything.

We came in with a colour-compliant scheme:

• Yellow borders for all forklift operating lanes
• Green fill for pedestrian walkways, clearly separating foot traffic zones
• Red zones around all emergency stop buttons and fire equipment
• Yellow and black chevrons at the dock edge and around the hydraulic scissor lifts
• White for storage bay boundaries and informational markings

Within two weeks the facility manager reported that workers were responding to the colour coding meaningfully. The green walkways in particular changed pedestrian behaviour noticeably — staff were staying within them rather than cutting through forklift lanes.

That's what proper colour compliance actually achieves. Not just a tick on an audit form. Actual safety behaviour change.

Ready to get your facility colour-compliant? Upload your floor plans and we'll design a compliant marking scheme — quote within 48 hours.

Before We Start Any Job: Our Colour Verification Process

After the Tullamarine incident, we built a formal verification step into every industrial floor marking job. Before we specify any colours:

• We ask the facility manager to confirm any existing internal colour conventions
• We review existing marking to understand the current colour language in the facility
• We cross-reference our proposed scheme against AS 1318 and document the reasoning for each colour choice
• We provide the proposed colour scheme to the client for approval before any marking begins

That process adds maybe 30 minutes of prep to a job. It's the 30 minutes that prevents a $2,400 redo — or worse, a safety incident because workers misread conflicting colour signals.

Frequently Asked Questions

Does AS 1318 apply to carparks as well as industrial facilities?

For carparks the primary standard is AS/NZS 2890.1 for bay markings and AS/NZS 2890.6 for accessible bays (which specifies yellow). AS 1318 applies specifically to industrial and workplace settings. That said, the underlying principle — that colours should mean consistent things to the people using the space — applies everywhere.

Can we use custom colours for branding in our warehouse?

Custom colours for non-safety applications (storage areas, team zone identification) are fine as long as they don't conflict with the AS 1318 safety colours and are documented in your facility's hazard communication system. Never use red, yellow, or green for something that doesn't align with their AS 1318 meanings.

What paint products meet AS 1318 colour specifications?

The standard references colour specifications but doesn't mandate specific products. We use Dulux Roadmaster A1 for most industrial floor marking applications — it's specifically formulated for floor use and available in the standard AS 1318 colours. For two-pack epoxy applications in high-traffic areas we use matched colour formulations. We can provide material specifications with every job.

How do we get our existing marking assessed for AS 1318 compliance?

Call James on 0468 069 002 or upload your site plans. We'll come out and walk through the facility, identify any colour compliance issues, and quote the remediation. For most facilities it's a straightforward process.

Want your facility assessed? Call James on 0468 069 002 or upload your plans now. We'll identify every colour compliance gap and quote the fix.

Line Marking Australia. Since 2009. 5,000+ projects. $20M public liability. AS 1318 compliant marking on every industrial job.

Internal Links for CMS

• [Warehouse Line Marking](/services/warehouse-line-marking/)
• [Safety Markings](/services/safety-markings/)
• [Factory Floor Marking](/services/factory-floor-marking/)
• [Warehouse WHS Compliance Guide](/blog/industrial-warehouse-line-marking-whs-compliance-guide/)
• [Warehouse Safety Standards](/blog/warehouse-safety-marking-standards-australia/)
• [Line Marking Melbourne](/state/melbourne/)
• [Line Marking Campbellfield](/state/melbourne/campbellfield/)
• [Line Marking Somerton](/state/melbourne/somerton/)

POST 5 OF 5

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	AS 4586 Slip Resistance: P-Ratings for Carpark Ramps & Pedestrian Areas
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AS 4586 Slip Resistance: The P-Rating Your Carpark Ramp Actually Needs (Most Facilities Get This Wrong)

A shopping centre in Frankston called us after a slip and fall incident on their entry ramp.

Someone had gone down on a wet day. The incident was being investigated. The centre's insurers were asking questions. And the operations manager was in the middle of realising that nobody had ever properly documented the slip resistance rating of the ramp surface or the line marking on it.

The ramp had been remarked two years earlier by a general line marking contractor who'd used standard carpark paint. No slip resistance testing. No documentation. No consideration of whether the paint met AS 4586 requirements for a wet ramp surface.

In the context of a personal injury claim, that documentation gap is a serious problem. You can't prove compliance if you never measured it.

We came in, tested the surface, documented the findings, and provided a recommendation. It was too late to prevent the incident. But the centre now has proper slip resistance documentation for every painted surface on their property.

Here's what you need to understand about slip resistance before your next line marking job.

About to get your carpark or facility remarked? Make sure slip resistance is in the brief. Upload plans and ask us about compliant materials — 0468 069 002.

What Is AS 4586 and Why Does It Matter for Line Marking?

AS 4586:2013 is the Australian Standard for slip resistance classification of new pedestrian surface materials. It defines how surfaces are tested and categorised based on their slip resistance under dry and wet conditions.

Here's the bit that catches people out: line marking paint is a surface material. When you apply paint to a carpark ramp, pedestrian crossing, or wet area, you're changing the slip resistance characteristics of that surface. Standard carpark paint typically has lower slip resistance than the unpainted concrete or asphalt beneath it.

In wet conditions, a freshly painted ramp can actually be more slippery than a worn unpainted surface. That's not a hypothetical — it's physics. And it's why AS 4586 matters.

Understanding P-Ratings

AS 4586 uses a Pendulum Test Value (PTV) measured by a standardised pendulum friction tester to classify surfaces into P-ratings. The P stands for Pedestrian.

The P-Rating Scale

• P0: PTV below 12 — extreme slip risk. Not suitable for pedestrian use in any wet area.
• P1: PTV 12-24 — high slip risk. Suitable only for dry areas with permanent footwear.
• P2: PTV 25-34 — moderate slip risk. Suitable for low-risk dry interior areas.
• P3: PTV 35-44 — low slip risk. Suitable for external areas and areas that may become wet.
• P4: PTV 45-54 — very low slip risk. Suitable for ramps and areas regularly wet in use.
• P5: PTV 55+ — excellent slip resistance. Required for ramps with grades over 1:14 in wet conditions.

For context: most internal dry carpark surfaces need a minimum of P3. External pedestrian areas need P3-P4 depending on gradient and exposure. Ramps need P4-P5 depending on gradient and whether they get wet.

Where P-Ratings Apply in a Typical Carpark

Entry and Exit Ramps

This is the highest risk area. Vehicle ramps get wet from rain and from wet vehicles. Pedestrian paths adjacent to or crossing vehicle ramps are exposed to water splash. The NCC and AS/NZS 1428.1 both reference AS 4586 for pedestrian surfaces in these areas.

A ramp gradient of 1:5 to 1:8 with regular wet exposure needs a minimum P4 rating on any pedestrian surface. If the ramp is in a fully exposed outdoor location and steeper than 1:8, P5 is the appropriate target.

Standard carpark line marking paint applied to a smooth concrete ramp will typically achieve P2-P3 in dry conditions and potentially P1-P2 when wet. That's not adequate for a wet ramp. You need either a non-slip aggregate added to the paint, an anti-slip paint formulation, or a different marking approach entirely.

Pedestrian Crossings Within the Carpark

AS 1742.10 specifies that pedestrian crossing surfaces should maintain adequate slip resistance under likely conditions. In a carpark context, that means accounting for wet weather, oil contamination, and the fact that crossings are typically in areas of vehicle movement.

We specify P3 minimum for internal carpark pedestrian crossings and P4 for external crossings that are exposed to weather.

Accessible Parking Bay Shared Areas

AS/NZS 2890.6 requires that the shared area adjacent to accessible parking bays be level (maximum 1:40 gradient). It also references slip resistance requirements because the shared area is specifically designed for wheelchair users and people with mobility aids — populations where a slip event can have serious consequences.

P4 is the appropriate minimum for accessible bay shared areas.

Loading Dock Areas

Loading docks are wet, contaminated, and subject to heavy foot traffic from workers in various footwear. P4 is the minimum for loading dock pedestrian areas. P5 for any ramp access to loading docks.

The Practical Problem: Standard Paint vs. Slip-Resistant Paint

Most line marking contractors use standard waterborne road marking paint. It's cheaper, faster to apply, and perfectly adequate for dry carpark bays and road centre lines.

It is not adequate for wet pedestrian surfaces, ramps, or accessible areas.

For those applications, you need either:

• Anti-slip paint: formulated with fine aggregate already included, typically achieving P3-P4 on standard surfaces. More expensive per litre but dramatically better in wet conditions.
• Aggregate broadcast method: standard paint applied first, then fine sand or aluminium oxide aggregate broadcast into the wet paint, then a second coat applied over the top to lock the aggregate in. Achieves P4-P5 reliably. Our preferred method for high-risk areas.
• Thermoplastic with aggregate: thermoplastic material with glass beads or anti-slip aggregate incorporated. Used for external applications where durability and slip resistance both matter. Lasts 5-8 years.

The cost difference between standard paint and a properly specified anti-slip application for a carpark ramp pedestrian crossing is usually a few hundred dollars. The cost of a slip and fall personal injury claim is considerably more.

Testing and Documentation: What You Need

If you ever face a personal injury claim related to a slip on a painted surface, the first question your insurer and your solicitor will ask is: what was the slip resistance rating of the surface, and how do you know?

'The contractor painted it' is not a sufficient answer.

What you need is a test certificate or material data sheet demonstrating the P-rating of the applied surface. For products we specify, we can provide manufacturer data sheets showing the tested P-rating. For critical applications like ramps and accessible areas, we can arrange post-installation pendulum testing and provide a signed test certificate.

We make it a standard practice to include material specifications in every job completion package. You should be asking for this from any contractor doing line marking in wet or pedestrian-exposed areas.

Ramps, accessible areas, wet zones — make sure your marking is properly specified. Upload your plans and ask us about slip resistance requirements — quote within 48 hours.

A Practical Checklist for Facility Managers

• Have you identified all pedestrian surfaces in your facility that get wet?
• Do you know the current slip resistance rating of your ramps and wet pedestrian areas?
• Do you have material documentation from your last line marking job?
• Are any accessible parking bay shared areas marked with standard paint rather than anti-slip?
• When was your last remarking job? Standard paint in high-traffic wet areas degrades faster than the visible wear suggests.

If you're answering 'not sure' to any of those, it's worth getting them documented before an incident makes the question urgent.

Frequently Asked Questions

Does AS 4586 apply to line marking paint specifically or just to surface materials?

AS 4586 applies to all pedestrian surface materials, including coatings applied to existing surfaces. Line marking paint applied to a pedestrian area creates a new surface with its own slip resistance characteristics. That surface needs to meet the P-rating appropriate for its location and use.

How do we know if our current markings meet the required P-rating?

The only way to know for certain is to test them with a pendulum tester or obtain the material data sheets from whoever did the marking. We can arrange pendulum testing for any surface — call James on 0468 069 002.

Is anti-slip paint more expensive?

Per litre, yes. Per job, the difference is often smaller than you'd expect because anti-slip applications typically use a more efficient aggregate broadcast method rather than multiple paint coats. And the longevity is generally better — the aggregate surface wears more slowly than standard paint. We'll include material specifications in every quote so you can see exactly what you're getting.

Can we add slip resistance to existing markings without full removal?

In some cases, yes. An anti-slip top coat can be applied over existing sound markings to improve their P-rating. This works better on some surfaces than others. We'll assess the existing surface condition before recommending this approach — applying a top coat to delaminating or heavily worn marking isn't going to give you reliable results.

Don't find out about slip resistance the hard way. Call James on 0468 069 002 or upload your plans — we'll specify the right materials for every surface from the start.

Line Marking Australia. Since 2009. 5,000+ projects completed. $20M public liability. $10M professional indemnity. Full material documentation on every job. Niel Bennet, Director — 0417 460 236.

Internal Links for CMS

• [Carpark Line Marking](/services/carpark-line-marking/)
• [Accessible Parking Line Marking](/services/accessible-parking-line-marking/)
• [Line Marking Removal](/services/line-marking-removal/)
• [Thermoplastic Line Marking](/services/thermoplastic-line-marking/)
• [AS/NZS 2890.6 Guide](/blog/as-nzs-2890-6-accessible-parking-compliance-requirements/)
• [DDA Compliance Checklist](/blog/dda-compliance-checklist-accessible-parking-tgsi-kerb-ramps/)
• [Line Marking Melbourne](/state/melbourne/)
• [Line Marking Sydney](/state/sydney/)

Related reading: DDA Compliance Checklist | Carpark Regulations Guide