CONCURRENT SESSION 2: Public Transport Innovation
Imagine…… being able to book a public transport service, to pick you up from home, at a time that suits you, without the need for a timetable. Well Sydneysiders can throw away their timetables – because for them it has arrived.The NSW On Demand Transport program was launched in November 2016 to identify and pilot creative new ways for people to reach their destinations quickly, safely, easily, efficiently, at a time that suits them. In order to explore this, we reached out to the market in December 2016 through a Request for Expression of Innovation (RFEOI) process to come up with ideas. That process closed on 27 February 2017.
We knew if the market was going to be truly innovative, we had to prove to them that Transport was changing and was willing to take a risk – and we did. We developed a robust, outcome focussed procurement strategy that challenged conventional thinking. We cut bureaucracy without cutting integrity and enabled innovation.
The result was 66 proposals from 43 proponents, most of which were high quality. Following an evaluation process, 11 contracts were executed to deliver on demand transport with the first service commencing in October 2017. The pilots will help to generate public transport service models which can be implemented into future service contracts and provide a cost effective way to improve customer outcomes.
A combination of recent advances in technology, a gap in Queensland’s Micro Transit Policy and requests to provide more flexible public transport solutions in areas not currently serviced by mass transit led TMR to investigate Demand Responsive Transport (DRT) through industry and community engagement and the delivery of twelve month service trials.
The trials commenced in September 2017 and monitoring and evaluation of the services will be undertaken in flight at quarterly intervals to inform the trial delivery but also the future of DRT in Queensland.
In a strategic context, TMR is using the DRT trials in Logan as a proof of concept to understand the Department’s role in the provision of flexible public transport solutions across Queensland.
This paper will present lessons learnt from the trials to date across procurement, policy, planning and service provision. It will also present the latest performance data for the DRT service and explain how this data is being used to inform planning and assessment frameworks for the potential rollout of DRT across Queensland.
Several jurisdictions across Australia are in the process of re-evaluating their role in demand responsive or on-demand public transport services as part of a future mobility ecosystem. This paper provides an opportunity to provide learnings and share the Queensland experience to date. .
In 1908 Henry Ford released the Model T, and for the first time in history owning your own car became something most Americans could afford. More than 15 million model Ts would end up being sold and that trend hasn’t slowed down. Once people could afford to own one or two or even three cars, each generation kept buying more than the one before it. Car ownership has radically impacted the liveability of our cities, from congestion, pollution, and underserved areas, to long commute times and increasing travel costs. However times are changing. Increasingly people expect mobility to be on-demand and affordable, and they increasingly prefer accessibility over ownership. Ridesharing services such as Uber play an important role in this mix. Be it looking at new modes of on-demand transport such as assisted bicycles, investing in shared rides products such as uberPool, building autonomous vehicle technology and opening up our airspace with uberAir.In this session I’ll explore how we address the mobility challenges facing our cities today. How do we tackle entrenched car ownership? What can we learn from innovative on-demand mass transit models being trialled across the globe? How do we leverage new technology and existing infrastructure to improve safety, mobility and access to transportation for everyone?
CONCURRENT SESSION 6: Active Travel
There has been significant investment in cycling in London in recent years and with more planned there is a need to justify this investment with robust appraisal. This calls for better tools to estimate the impact of new cycling schemes and so a Cycling Network Model for London (Cynemon) has been developed to meet this need. Its development was based on TfL count and travel diary data sources combined with bespoke research using mobile phone apps.
VicRoads is planning for a cycling renaissance through the establishment of a metropolitan-wide network of high quality Strategic Cycling Corridors (SCCs). If developed in their entirety (and to the standard proposed), this network could radically transform the way Melbournians move around the city.To provide this network of cycling corridors in heavily constrained urban environments, however, requires tough decisions to be made. Through GTA’s work in developing SCCs, and the directive from the recent Victorian Cycling Strategy (2017) to prioritise Strategic Cycling Corridors, this paper considers some of the challenges and ‘checks the pulse’ regarding progress in delivering this important network.
Cycling can deliver many benefits for individuals and communities, not least helping to provide enhanced mobility options, reducing car dependency and lowering harmful emissions. By giving riders some ‘electric motor-powered assistance’ as they pedal, eBikes have the potential to make cycling an attractive and convenient travel choice for more people.
An innovative approach to on-road cycling infrastructure which is less disruptive to local streets, potentially more cost effective to deliver, and more likely to gain the support of residents and municipalities, is currently being trialled by the Western Australian Department of Transport and local government partners. As part of the ‘Safe Active Streets’ program (DoT 2017), several Bike Boulevards are being implemented in the inner-to-middle suburbs of Perth, inspired by examples from Europe and North America, in particular by the Netherlands’ fietsstraat or ‘bicycle street.’A critical component of the Safe Active Streets Program is evaluating the before and after use.
CONCURRENT SESSION 10: Placemaking in Urban Design
Short term actions that lead to long term change. Doesn’t that sound like a dream solution to the long running Travel Behaviour Change dilemma?What if we as planners and technicians could engage more collaboratively with the local community we are planning and designing for? What if we could help the community to develop their ideas and produce sustainable outcomes that made getting around by foot and on bicycle more attractive, more enjoyable and added to improved liveability and a great sense of place? What if all of this could be achieved in short timeframes, at minimal cost and gave communities the opportunity to reap long term benefits?That’s where the Tactical Urbanism approach could provide so many benefits to Travel Behaviour Change.
Our approach to managing our transport system has evolved over the last twenty years. The current ‘movement and place’ approach reflects a growing recognition that we need to create and nurture an engaging and productive environment throughout our cities.Our transport systems need to work effectively. We invest a lot of effort in the experience of moving around our cities, but not so much in the experience of parking. While individually owned cars remain a part of our transport systems, car parking will remain a critical part of the transport task. We need to focus on the user experience related to car parking as much as the user experience related to other parts of the transport system.
Transport and land use authorities in Australia and New Zealand have been developing, or are looking to develop, road planning frameworks based on ‘Movement and Place’ principles (also known as “Link and Place”).The purpose of this paper is to de-mystify: what “Movement and Place” is, where it came from’, who is using it, and the basic principles of application. It will explore the concept of ‘place’ within the street environment and the type of customer based evidence we can collect. It will reflect on what has worked well in the past, what we are doing right now, and interventions we may make to shape the environment so that it will support how we will live, work and travel in the future.
CONCURRENT SESSION 14: TDM and Parking
In July 2016 I had the pleasure of attending the AITPM National Conference in Sydney. As usual, I was inspired by the forward-thinking presentations and best practice from around the world and I left the conference full of enthusiasm for how I could play my part in influencing positive travel behaviour change and sustainable development with my own clients and projects... And, also as usual, this enthusiasm ground to a shuddering halt within weeks as it met the reality of day to day pressures in the consulting world.As I sat in the AITPM annual conference in Melbourne one year later contemplating this recurring situation, I resolved to try a different approach to keep the passion and the positive intent alive for the whole year and report back on my success (or otherwise) to peers and colleagues. So I started a personal ‘sustainability diary’. This diary is just a simple way of recording my day-to-day attempts to influence - in a positive way - clients, colleagues and other people that I meet in a professional capacity, in the areas of sustainable traffic and transport theory and practice. More important than just recording my attempts, the diary also records the outcome, so that I (and hopefully others) can zero in on what works and what doesn’t.
This presentation will outline a brief history of the success of the Western Australian TravelSmart and Your Move integrated travel behaviour change programs for households, schools and workplaces, and how they relate to active transport infrastructure.
Using so-called behaviour change techniques to shape road safety messages is not new in Australia and elsewhere - particularly in the UK. Most applications have been based on theories of intentions and attitudes.However, the toolkit of behaviour change approaches is extensive and there is one specific approach (helping people to help themselves) which has had limited application in the road safety field. This discussion paper has been written to stimulate ideas about the way it could be used to enhance long term change to increase road safety – not necessaarily relying only on mass campaigns.
In response to the increased demand for on-road passenger transport, this study documents the techniques and technologies which are being used to improve the efficiency of on-road public transport (bus, tram and light rail). Some of these techniques and technologies are explicitly documented in the guidelines and design manuals used by the Australian and New Zealand road and transport authorities, and some have been applied in discrete projects but are not published or broadly available for others to replicate and use. Overall, it is expected that the increased sharing of knowledge on improvements to on-road public transport will lead to benefits for reliability and travel time benefits for public transport users, and in turn improved mobility and liveability.This paper is based upon a literature review of guidelines and policy from roads and transport authorities in Australia, New Zealand and internationally which are used by practitioners in the development of on-road public transport priority schemes. It also takes into account extensive interviewing with road and transport agency stakeholder who are practitioners involved in bus and LRT (Light Rail Transit) priority in Australia and New Zealand.
CONCURRENT SESSION 18: Planning and Principles
Transport for Victoria’s (TfV) Strategic Approach to Network Planning involves providing a focus on users as part of integrated transport and place planning. This presentation will provide an overview of steps that TfV is taking to develop this approach, particularly in context of Movement and Place.
TfNSW embarked on a journey to develop and implement a Movement and Place framework several years ago, based on work started by Peter Jones in the UK and championed by Transport for London. Over the past four years the journey has lead to the development of guidelines, countless meetings workshops, project meetings culminating with TfNSW new strategic plan Future Transport 2056 , where the Movement and Place framework has centre stage. Where to from here? How can strategic planning embed itself into all aspects of the planning, development, operation and management of transport networks to deliver people centre – customer focussed outcomes. How do we shift the current traffic centred paradigm to a people centred place based approach? What are the challenges and opportunities faced in implementing this new approach?
CONCURRENT SESSION 22: Transit Planning and Stations
Mobility services are evolving rapidly and redefining how people travel around cities and regions. Mobility service providers – vendors of physical service and/or digital platforms – are growing in number and influence, and as they proliferate geographically, are having great impact on both conventional travel patterns and our physical environments.This paper reports on research conducted in 2017 in the Greater Toronto and Hamilton Area (GTHA), Canada to assess the value proposition of mobility services from the perspectives of consumers, service providers, public transport agencies and governments. The work involved a literature review and semi-structured interviews with 14 experts across industry.
As park’n’ride access to railway stations becomes increasingly constrained, cycling to stations, or bike’n’ride, represents an increasingly attractive and convenient alternative. While much research explores the determinants of cycling as an access and egress mode for rail, understanding of the determinants share bikes as a feeder mode is limited. Furthermore, little research has explored the difference in propensities for use of docked versus dockless share bikes. This research combines empirical literature exploring the determinants of docked and dockless bike share, with factors influencing bicycle propensity as a transit feeder mode. Multi-criteria indices arepiloted on Melbourne’s middle to outer suburbs to identify locations that are most conducive to dockless share bike usage as a railway feeder mode, and to compare between the different cycle modes. Results suggest that opportunities for higher uptake of dockless share bikes as a railway access mode occur further from the CBD, compared to privately owned or docked share bikes. The indices provide a useful means of exploring the potential opportunities for dockless sharebikes, and to help inform railway station access policy.
When it comes to railway station planning around the world, every city seems to do it ‘same same but different’. As designers of station infrastructure, the final product needs to consider the end user who will be ultimately using the station infrastructure. For a station, these are everyday people.
Drawing on an array of project experience of rail stations, alongside individual user experience of public transport and the urban realm around the world, this paper discusses:
the crux of station planning and the primary / key design items to consider when planning a station, including access to the station and interaction with the station domain
lessons learnt and what common design mistakes are made
how does pedestrian modelling influence the design and what are some common analysis techniques used for station planning
how is pedestrian modelling perceived within the industry
what are the future trends and influences