Category: Transportation

Fare free public transport: social outcomes

Policy decisions to provide fare free public transport is based on the assumption that it will reduce car use. However, several case studies show this is not the case. Car owners are strongly connected to their vehicles for many reasons. While more journeys might be made on free transport, it could lead to walking less. Nevertheless, free public transport is good for people on low incomes.

Fare-free public transport does not necessarily lead to less car use. However, it does lead to more people making more journeys. But what about social outcomes?

A woman is getting on a bus. The footpath has a built up pad to raise the height so she can get on the bus. When universal design isn't enough.

Free transport as social justice

A research paper from Norway looks as the impact of free public transport on social outcomes. In the process, it looks at case studies is several cities across the world. The paper covers attitudes towards free transport, accessibility, and the impact on travel behaviour.

Positive outcomes included benefits to low income people in most case studies, but not to increased employment. One of the findings is that when free transport is provided, it does not, by itself, equalise mobility for people. It’s much more complex than that.

Social plus environmental policy

The research paper turns to Stavanger, a large city in Norway that is committed to reducing their carbon footprint. Significant progress is underway with electric buses, intelligent traffic lights, and parking solutions. Cars, cyclists, buses, and pedestrians all have to be managed for the best outcomes for all.

Norway has an overarching policy of implementing universal design principles in the built environment, digital technology, and services. Consequently, transport accessibility is at a higher level than most other countries.

Rather than a widespread move away from driving, current transit users just used it more. However, the case studies generally show a small shift away from car use. Image from Life in Norway.

A green bus in downtown Stavanger waiting at a bus stop.

Service quality such as comfort and frequency needed to be carefully managed to retain customer satisfaction. This in turn can lead to greater costs in expanding and maintaining infrastructure. Nevertheless, people on low incomes can get about more easily and increase participation in everyday activities.

Respondents in the Stavanger study found financial barriers were removed with free transport. This enabled them to access healthcare, education and job possibilities. In the Stavanger case, the public awareness campaign was successful in encouraging a shift away from private vehicles. Emphasis on service quality is needed to continue this success.

From the conclusion

In Stavanger, free public transport advanced accessibility, public transport use, and social welfare outcomes. It has potential as a game-changing urban transportation policy. However, investments in infrastructure, service quality, and integration with more comprehensive urban planning initiatives are necessary to guarantee long-term sustainability.

Utilising technology such as Intelligent Transportation Systems and real-time updates will optimise services and improve user experience. Targeted education programs to highlight the advantages of public transport can encourage people to switch from driving their cars.

Working together with neighborhood organizations, businesses, and educational institutions can help to further promote public transportation as an accessible, equitable, and sustainable mode of transportation for all groups. Stavanger’s experience serves as a model for communities looking for fair and environmentally friendly transportation options.

The title of the article is, Impact of Free Public Transport Scheme on Social Welfare in Stavanger Municipality. A timely study when cities are mobilising to reduce carbon emissions and at the same time provide equitable transport options.

The Nordic Road and Transport Research magazine article also reviewed this research and compared it to an earlier study.

A local publication announces the introduction of fare free public transport in Stavanger.

Diversity of digital mobility users

Established public transportation systems are built on roads and rail: buses, trams and trains with fixed routes. Digital technology has brought some disruptive features to the mobility landscape. Rideshare, demand-responsive transport, and Mobility as a Service are examples of systems that rely on digital technology. Digital mobility users are a diverse group but what about those who are left out?

The rapid advancement of digital technology has led to a shift of travel habits. New business models have emerged along with transport patterns. But what if you can’t use this technology?

A man stands on a train platform looking at his smartphone. He is wearing a hat and has a bright yellow backpack. Digital mobility.

The race for improvements in digital services is good news for experienced users, but such improvements are lost on others. Exclusion arises from online only services, access to a suitable device, and ability to use the technology. Prior experience or negative attitudes are also a barrier to inclusion.

According to the literature, the main reasons for digital exclusion are:

  • Age – being older is related to lower levels of tech use
  • Income level – affordability of devices
  • Gender – women underestimate their skills
  • Education level – correlated with digital skills
  • Place of residence – rural / urban divide
  • Disability – physical ability to use transport and apps
  • Migrant status – linguistic and cultural differences

Can personas explain diversity for designers?

In a case study, researchers found that only about 10% of the population uses the new mobility solutions regularly. So they devised 8 personas to see if this was a way of helping designers improve their applications.

Their research paper explains how the they devised the personas based on population data. They claim this is a new method for developing personas specifically for analysing the digital divide in mobility. While 90% of people had no problem using the internet regularly, around 15% had serious issues with mobility related technology.

The researchers were able to identify “pain points” for users and highlight the main limitations users have while using digital mobility solutions. Peoples’ motivations and attitudes also play an important role in the uptake of this technology.

The title of the article is, Exploring the diversity of users of digital mobility services by developing personas – A case study of the Barcelona metropolitan area.

From the abstract

Addressing digital exclusion requires an understanding of the factors leading to it. In this paper, we explore to what extent new digital mobility solutions can be considered inclusive. First we take into account the diverse perspectives of the users of transport services.

We present a set of personas which are derived from a population survey of a Barcelona metropolitan area. From this we gained an understanding of end user needs and capabilities in digital mobility. Overall, roughly 15% of this population cannot access and effectively use digital technologies, thereby hindering their use of many digital mobility services.

This work provides information about the diversity of potential users by analysing different stories and travel experiences of the personas; this in turn can inspire decision makers, developers, and other stakeholders along the design process. The methodological approach for developing personas could be also potentially useful for mobility service providers and policymakers who aim to create more inclusive and user-centred transport ecosystems that meet the needs of diverse users.

Universal design for mobility

A literature review from Norway takes an older person’s view of transport equity and accessibility. Being able get out and about on a daily basis to shop, visit friends, and medical appointments is essential for everyone. As people age, this ability becomes even more important in terms of maintaining health and independence. The review proposes that local government implement universal design for mobility.

Older people who do not have access to private transport need to use public transport. Yet they face barriers in the built environment and public transportation infrastructure such as:

  • Poorly built public vehicles and road systems
  • Insecure and unsafe services
  • Lack of wayfinding and walkability assistance
  • Reduced accessible transportation options
  • Undesirable attitudes of the general public.
Inside a bus looking down the aisle towards the front of the bus with seats on both sides.

The research paper covers the method for the literature review and the search terms used. A three tiered system is one way of solving the problem. First, a traditional fixed route service that suits people with no, or low level limitations. Second, fixed route services offering some flexibility with low floor buses. The third option is a special transport service. The bottom line is that a “one size fits all” is not the answer.

Implementing an equitable mobility design involves an integrated method to address the weaknesses of traditional design approaches. However, this requires a user-centred approach that involves older peoples’ requirements. Hence a universal design approach with co-design methods.

Several factors impact the mobility of older people: psychological state, health, and physical ability that can vary from day to day.

“Thus, for any public transportation system to achieve social inclusion or equity and equality its accessibility must be universal for everyone in society.”

An arial view of a bus stop shelter with autumn leaves. A woman is standing and another person is seated.

Conclusions

The research paper compares policies and strategies in the UK, Canada and European countries. Investment at a local level is essential for features such as wind shelters, accessible vehicles, level footpaths, and appropriate ways to provide transport information.

Another paper that recommends that the design of public spaces should consider older people at the outset of the design. That is, they should involve older people in the design and redesign of pedestrian and walkway networks. The findings highlight how to employ universal design for mobility equity and compare mobility policies for older people.

The title of the paper is, Exploring mobility equity, equality, and accessibility for older people in the local environment.

From the abstract

People above 65 years of age often have limits to accessing the local environment and participation in society. Their ability to travel independently and freely to participate in society is crucial for their quality of life. The question of how to maintain mobility equity and equality for older people is, however, a complex one.

This is because older people are often faced with physical barriers around the public transportation and built environment. Municipalities have not involved older people in the design of mobility accessibility initiatives.

The findings from our study present factors influencing local environment in achieving mobility equity from the perspectives of older people. Evidence underpins guidelines grounded in a universal design framework to help inform urban transport policies.

Age Friendly Ecosystems: A book

This book examines age friendliness from a place-based approach. It looks at neighbourhoods, campuses and health environments. The topics covered are:

  • Creating an Age-Friendly Environment Across the Ecosystem
  • Age Friendliness as a Framework for Equity in Aging
  • Age-Friendly Voices in the Pursuit of an Age-Friendly Ecosystem
  • Age-Friendly Futures: Equity by Design
Front cover of the Age Friendly Ecosystems book.

The book emphasises the connection between design and health, examines the age-friendly movement and resources for equity and environmental justice. The full title is, Age-Friendly Ecosystems for Equitable Aging by Design. This is not open access.

The role of public toilets

Most people need a toilet every 2 to 3 hours. Anyone with a health condition that affects the bladder or bowels usually needs a toilet more often. And it’s surprising how many health conditions that includes. Consequently, no clean public toilets means no going out for more than an hour. The role of public toilets is far more important than many urban and transit planners realise.

A Norwegian study looked at the depth of the issues from the perspective of people with digestive and urinary tract disorders when travelling. They wanted to come up with solutions for this group as it would include the needs of most others.

This study highlights the role of public toilets in everyday life. Having a physically accessible transit system is only half the story. This study provides the other half.

Three toilet cubicles with the doors closed in a public toilet.

Previous studies have looked at toilet design, particularly for people with mobility restrictions. The recommendations are based on accessible toilet facilities, signage and information. However, this is not enough to create a universally designed public environment.

Main barriers

The main barriers for people with gastrointestinal problems is the physical need for a toilet, anxiety and pain. This group might need a toilet as much as 20 times a day depending on whether they are having a ‘good’ or ‘bad’ day. What makes it more difficult is that they can become unwell during a journey. Using a car becomes a better option at times.

Not finding a toilet in time is embarrassing. “Such unpleasant experiences can have significant consequences not only on self-esteem at that moment but also on the willingness to travel and participate in future activities.”

A row of white handbasins with a single tap and spout.

The research paper covers the three main barriers in more detail. The stories from participants are illuminating and highlight the need for better toilet provision. Participants discussed the differences between trams, subways, light rail, trains, ferries, buses and aircraft.

People with an increased need for a toilet have an invisible disability. Their level of pain sometimes means they would like improvements such as using disabled seating in station areas. The most critical factor is to increase toilet availability as a means of creating universally designed public transit systems.

This study shows why improving the design of buses and trains, stations and stops is insufficient to make transit systems universally designed. Toilets are an essential aspect of being able to travel often and comfortably.

The title of the paper is, The role of toilets in public spaces: An interview study with individuals experiencing gastrointestinal issues. Some of the toilet availability issues are specific to Norway, and perhaps similar in other European countries. In Australia public toilets are free to use and do not require payment. Nevertheless, an illuminating study on why we must join the dots for an inclusive world.

The New South Wales Parliament has extended the submission date on its Inquiry Into Public Toilets. The closing date is now 2 December 2024.

From the abstract

This Norwegian study addresses the issue of inadequate access to toilets in public spaces and transportation systems, particularly individuals who have heightened needs of toilets. The study interviewed individuals experiencing various gastrointestinal issues, including bladder-related problems.

Telephone interviews avoided potential travel difficulties and also leveraged previous successes with sensitive topics. A sample size of 10 interviews was chosen based on prior research indicating that key themes typically emerge within this range.

Key findings indicate significant barriers to participation in societal activities due to insufficient toilet facilities. For transport in particular, boats and trains emerge as preferred modes over buses, trams and subways due to the presence of onboard toilets.

Notably, urban areas, parks and beaches suffer from a lack of restroom facilities. In order to improve these facilities, informants highlighted measures such as provision of open, hygienic toilets with barrier-free access. These measures also need clear signage and awareness campaigns regarding toilet facilities tailored to individuals with diverse health needs.

The study highlights the critical role of toilets in maintaining public health and acknowledges the right to access toilets as recognised by the United Nations.

Testimonials from individuals with disabilities underscore the profound impact of toilet accessibility on their daily lives. They reveal instances of social isolation and restricted activities due to inadequate facilities. Proposed interventions encompass improved hygiene standards, increased toilet availability, and enhanced staff training to cater to the diverse needs of users. The study advocates for legislative reforms and policy guidelines to address the pressing issue of toilet accessibility, aiming to foster inclusivity and equal participation in public life for individuals with disabilities

Toilets and social participation

Outback dunny in a field of orange grass against a deep blue sky. But not a public toilet.

Public toilets are not dinner party conversation, but they are essential to our wellbeing. They are costly to build and maintain yet we need more of them. They also need to be fit for purpose because they are about social and economic participation. The Changing Places toilet campaign is a case in point. There wouldn’t be many people passionate about public toilets, but Katherine Webber had plenty to say at the UD2021 Conference. 

Katherine’s presentation was titled, Access and Inclusion in Public Toilets: Impacts on social and economic participation. The presentation slides show lots of different examples. Toilet design is often dismissed as just needing to be functional and designs vary little. But public toilets are “difficult to get right. And no wonder. They are mired in cultural baggage, struck in the fixedness of fixtures and bound by massive, often ancient infrastructure (Lowe 2018:49). 

Public amenities also support tourism and economic development, night-time economy, and access to public spaces and public art. Toilets also need good signage, clean conditions and be regularly available .

Katherine describes more in her written paper on this topic based on her studies in other countries as part of a Churchill Fellowship.

Remote focus groups for inclusive design

Asking mobility device users to come to a focus group or co-design event about transport tells the story of inaccessibility immediately. They need transport to get there. Even when it is possible, it is more inconvenient, difficult, and time consuming than for other transport users. So remote focus groups offer a solution.

The objective of the study was to pilot test an inclusive design approach to obtain information from users often excluded in the design process due to transportation challenges.

Two screens on a desk. One is showing pictures of several people on a video conference. The other is displaying a regular web page.

The remote focus group participants were users of wheeled mobility devices. The researchers devised a method that worked for users and for the research study. Nine users were each asked to participate in one of two different focus group sessions. One discussed 1 to 7 passenger vehicle transportation systems. The other discussed 8 to 12 passenger vehicle transportation systems. Each participant attended two sessions making four sessions in total.

Each participant was visible on Zoom in the same way as they would in a face to face discussion. However, being remote, they could remain anonymous by using a nickname or a fictitious name. This personalised the sessions and encouraged users to contribute. Video demonstrations of small (1-7 passengers) and midsized (8-12 passengers) vehicles were shown to users.

The researchers asked user’s preferences about various elements of the journey. They included planning, vehicle identification, boarding and alighting, and riding location.

Stable online connections are a must

All participants had access to the technology, but sometimes lack of robust connections happened through the sessions for some participants. This is a potential barrier for individuals who lack sufficient access to the necessary technology.

A young female at a desk with laptop, coffee cup and notebook. She is concentrating on the screen.

The researchers conclude that well-designed remote focus groups provide a powerful tool for inclusive and qualitative research. However, there is room to refine the methodology so that participation and data quality are improved.

The title of the article is Use of Remote Focus Groups to Improve Inclusive Design Practice.

From the abstract

This study examines the use of remote focus groups to obtain user’s ideas on wheeled mobility devices and Shared Autonomous Vehicles (SAVs). Inclusive design is essential for accessible transportation. Over four virtual sessions we collected statements from nine wheeled mobility device users. They told us about their design preferences, needs, and challenges with SAVs.

The findings highlighted the diverse needs and preferences of participants. This emphasises the importance of collecting information from users early in the design process. Well-planned remote focus groups can be an effective tool to gather design information from user populations that face transportation barriers.

Shared driverless vehicle design

A related research paper from the Intelligent Mobility Design Centre in the UK looks at engaging users in the design process. The key issue of the study is the preparedness to share vehicles on a broad scale.

The title is, Design for shared driverless vehicles of the future.

Abstract

On-demand shared transportation is a major new mobility innovation and potentially the main mode of transport in coming decades. Studies show that driverless vehicles have potential to accelerate uptake of shared vehicles at scale. People perceive sharing positively but do not necessarily translate perception into action, with desire for personal space a major reason for unwillingness to share vehicles.

Design research is a powerful tool when creating methods and processes to anticipate future possibilities by visualising detailed features of proposed products. We present a set of design research methods engaging end users in a variety of empathy activities and a design process to translate their needs into visual concepts for future shared driverless vehicles that are attractive and more likely to be adopted.

Gender inclusive transit planning

Data on travel behaviours is essential in transit planning, but are there some gaps in whose data are collected? Without knowing the specific travel behaviours of women it is not possible to know how they differ from men. Consequently, it is not possible to include the travel needs of women in transit planning.

Gender-responsive public transportation systems that are safe, reliable, and affordable are crucial in ensuring women’s access to education, economic security, childcare, and health services, thereby contributing to gender equality.

A young woman is sitting in a seat on a bus. She is wearing sunglasses and listening to her phone.

The voices of women

A study for a Masters thesis in the US compares nine transit agencies to see how they gather data for gender inclusive planning. Agencies that have separated women from men in data gathering techniques have enhanced their services and updated their policies. And it’s not just about surveying women. Hearing their stories and voices is essential as well.

“It helps you better understand the community who is going to be impacted by a project, when you hear it in their own voices and the way that they speak, rather than me trying to talk about a woman’s experience while crossing the street with her four-year-olds.” Study participant

A small child is reaching into a woman's hand and the look like they are walking together.

Partnering and consulting with advocacy groups is another technique that provides additional and essential information. This helps with revealing mobility patterns and disparities in service quality across demographic groups.

Down to the design

The thesis covers vehicle and station design, safety and security enhancements, and inclusive infrastructure design. Operational practices and service policies include increasing the frequency of off-peak services. Hospitals function with shift workers, the majority of whom are women. Increasing night-time services for these routes makes sense. One agency increased their night-time services and thereby increased the number female riders.

Having the evidence is one thing, but in the end it is the staff that implement policies. Consequently, staff training in using this evidence is critical. From an operational perspective, staff need to recognise discrimination and violence for both riders and female staff. In terms of safety, one solution is to shorten train cars which makes them easier to supervise.

Agencies are mindful that what is good for women is also good for men. Fathers travelling with children also benefit from stroller policies. While the term “gender-inclusive” is used to focus on women, people who are non-binary or gender diverse also benefit.

Resistance to change

Staff, management and the public are resistance to change. One way to overcome this is to have more women in decision-making roles. However, it is not difficult for resisters to slow down necessary changes. This is also the case in updating transit planning and design guides to reflect the needs of women.


The Masters thesis title is, Mind the Gender Gap: A Case Study Analysis of Transit Policies and Design Guidelines for Gender-inclusive Transit Planning. A useful look at the different ways transit agencies have attempted to be women-inclusive.

From the abstract

This study investigates the use of gender-sensitive planning practices in public transit systems. Women typically engage in shorter, more complex trips due to caregiving and household responsibilities. They often face additional challenges such as safety concerns and inadequate infrastructure for strollers and belongings.

This research employs a qualitative case study approach. It includes interviews with staff from nine transit agencies about practices, and an analysis of five transit design and operations manuals. Key findings reveal progress in gender-sensitive data collection and design initiatives. That’s despite significant barriers, including resource limitations, resistance to change, and infrastructural constraints.

While some agencies have made notable advancements, the explicit incorporation of gender sensitive principles in transit design manuals is lacking. Continued commitment and innovation are essential to overcoming existing barriers and enhancing gender-inclusivity in transit systems. Recommendations offer valuable insights for agencies aiming to create equitable and inclusive transportation environments.

Active travel design

The aim of South Australia’s Active Travel Design Guide is to provide design principles for a more inclusive and sustainable future for all who walk and wheel. However, the guide could have benefitted from more than one page on accessibility.

“This Guide aims to enhance design outcomes for people walking and wheeling, simplifying the process of designing for active travel and promoting uniformity in outcomes across South Australia.”

Front cover of the Active Travel Design Guide showing walkers, a cyclist and a wheelchair user.

For clarity, cycling and e-mobility are terms for ‘wheeling’, and the term pedestrian includes wheelchair users. Inclusive design is explained under the heading of ‘universal access’ which is given one page. The seven principles of universal design are presented without introduction alongside a few additional dot points. “Children, seniors and people with disabilities” are listed as vulnerable pedestrians. Such terminology continues to segregate and perpetuate stereotyping by measuring them against a mythical norm.

The list of bullet points for design considerations are good for everyone. The next iteration of the document should weave these throughout the document. It is too easy to forget the diverse nature of pedestrians in design processes that include numerous technical specifications. Inclusion by exception is not inclusiveness.

The section on road intersections provides different treatments for where people, vehicles and bicycles come together. The orange markings indicates an infrastructure element. The green indicates pavement marking is applicable. Image from the Guide. (Looks like a kerb ramp is missing.)

Diagram of a signalised protected intersection from the Active Travel Guide. It shows the road layout of pedestrian, cyclist and vehicle areas.

Well structured and comprehensive

The structure of the Guide makes it easy to reference the different sections. Photographs of places and streets give light relief, and the diagrams, line drawings and charts illustrate concepts. Wheelchair and mobility scooter users feature in one set of drawings but are absent from all other parts of the document. The number of photographs featuring cyclists emphasise the focus on cycling as the key to active travel in this guide.

The Guide covers all aspects of road and street design and has sections on:

  • Movement and Place
  • Road safety
  • Basic dimensions
  • Walking facilities
  • Cycling facilities
  • Intersections
  • Greening
  • Shared streets
View of a shared street for vehicles, pedestrians and cyclists. Street trees are also present.

Kerbless streets, or shared streets, are where a diverse range of pedestrians, cyclists and motorists find ways of avoiding each other. Kerbs clearly delineate and separate traffic from pedestrians. Consequently, the lack of kerbs is a problem for children, and people using a guide dog or a cane for mobility. In some cases, it makes the street unusable for some people and can lead to journeys not made.

The South Australian Department of Infrastructure and Transport published The Active Travel Design Guide. It is based on technical documents rather than any co-design or community consultation methods.

Getting to school: the car or the footpath?

Are the lives of children really considered in our planning processes? The main reason for not walking to school is not the distance. There are several other factors at play here, particularly safety. However, getting to school and other activities is not a priority in land use and transport planning. Consequently, many schools are not conveniently and safely accessible by footpath or public transport. Result – they are reliant on cars.

Traffic, personal safety, convenience in busy schedules, lack of safe, reliable public transport are key issues. Consequently, driving is seen as the only viable option to ensure children arrive safely and on time.

A small boy wearing jeans and a large red backpack is walking away from the camera on a gravel path in a park. He could be walking to school.

Hulya Gilbert and Ian Woodcock discuss the issues in an article in The Fifth Estate. Road trauma is the leading cause of death for 1-14 year olds. That’s one issue. The other is that using the car for safety and convenience reduces physical activity. Getting to school on foot is good for gaining independence and opens up opportunities for social interaction.

School drop-off danger zone

Poor planning on the placement of schools often results in chaotic and dangerous school drop-offs. Gilbert and Woodcock say the afternoon pick ups are the most dangerous of all. Local school travel plans attempt to overcome some of the issues, but it is a piecemeal approach.

An alternative approach: Child Friendly Index

With a focus on population ageing there is a risk of leaving children out of urban planning decisions. However, what is good for children is good for everyone. Gilbert and Woodcock have devised a Child-Friendliness Index which combines social and built environment attributes. The Index demonstrates that areas with higher levels of friendliness have higher levels of walking, cycling and public transport when accessing schools.

The Index enhances understanding of what attributes make a ‘local school’. It provides concrete pointers towards specific actions and interventions. As such it supports the development of clear polices so that children can reach a wider range of environments.

Once again, designing for a marginalised group has benefits for everyone. Children should always be part of a universal design approach. Their experiences matter too.

The title of the magazine article is, Rethinking the school drop off: an effective and lasting approach.

The title of the research paper is, Is School Travel too Complex to Handle Without a Car? Assessing “Child-Friendliness” as a Pathway to Reducing Private Car use for Children’s Transport.

Preferences for shared space design

Pedestrians and cyclists sharing space is based on the idea of everyone being socially responsible. It’s expected that whoever is present in the space will politely negotiate the right of way. That’s because there are few, if any traffic controls, barriers or road markings. More recently, shared space has come under scrutiny because some pedestrians avoid such routes. So what are the preferences for shared space design? Researchers in Germany used a video-based survey to find out.

Shared space revolves around integrating different road users into a common physical space. 408 participants evaluated different case designs and considered the placement of street furniture. Image of a street in Frankfurt, Germany.

A street in Frankfurt Germany with old and new buildings, a wide footpath with bollards on the kerbside and bike racks on one side of the road.

For some people who do not drive or own a car, a bike is a good way to get around. However, everyone needs to feel safe. Safety is all down to perception and that’s why dedicated lanes for pedestrians, bikes and cars is the optimum.

The title of the article is, Exploring pedestrian and cyclist preferences for shared space design: A video-based online survey. There’s a lot of detail in this paper.

From the abstract

This paper explores the preferences of pedestrians and cyclists for shared space design. It looks at configurations that emphasise the sense of place, integration, and informal segregation. In an online survey, 408 participants experienced videos of virtual environments with different designs. They were asked to assess various attributes and their influence on the perception of the space and crossing behaviour.

The results indicate that pedestrians and cyclists do favour similar attributes and space configurations. Both find motor vehicles undesirable, but they hold a positive view of the central placement of design elements and protective barriers.

Do Bike Lanes Slow Traffic?

Compared to many other countries, Australia has a low rate of bike riding. Researchers from Swinburne and Melbourne universities decided to check out the issue of cycling infrastructure. That’s because cities that prioritise cycling infrastructure have higher rates of people cycling. But there is community resistance to this infrastructure with comments such as bike lanes slow traffic

The researchers used a modelling technique to find out if retrofitting separate bike lanes into residential streets slowed traffic. When done well, it increased car travel times by 7%. Cycling times increased marginally due to avoiding streets without bike lanes.

Two street images showing bike lanes for cyclists, pedestrian footpaths and a roadway.

Images from the article. Cycle lanes are narrow (less than 0.6 m wide) with no physical separation by a concrete kerb. (left) Kensington and (right) Collins Street Melbourne.

Reduction in vehicle speeds are another key factor, but this alone does not prevent traffic injuries for cyclists. Running into car doors due to poor separation is the reason for most accidents. Safe and separated cycling lanes are good for pedestrians too, especially those who fear shared paths.

The title of the article is, Do Safe Bike Lanes Really Slow Down Cars? A Simulation-Based Approach to Investigate the Effect of Retrofitting Safe Cycling Lanes on Vehicular Traffic. There is much more to this research project to digest.

From the abstract

Cycling is a sustainable transportation mode that provides many health, economic and environmental benefits. Cities with high rates of cycling can better address challenges of densification, and carbon-neutral goals. Participation rates in Australian cities are critically low and declining.

This low participation rate is often attributed to the dangers of Australian cycle infrastructure that mixes cyclists with car traffic. Residents of car-dependent Australian suburbs are resistant to the installation of cycle infrastructure. That’s because they are perceived as a threat to traffic flow and less on-street parking.

This low participation rate is often attributed to the dangers of Australian cycle infrastructure that mixes cyclists with car traffic. Residents of car-dependent Australian suburbs are resistant to the installation of cycle infrastructure. This is because they are perceived as a threat to traffic flow and less on-street parking.

We investigated the effects on traffic behaviour of retrofitting safe, separate cycling lanes into existing residential streets in a Melbourne suburb. We utilised only the widths available on the existing roadway of these streets.

Travel demand was modelled using travel demand that suits suburban trips to services and shops. We also selectively applied separate cycling lanes to suitable residential streets and varied the effect of lowering speed limits.

Simulations showed at worst case the selective inclusion of safe cycling lanes leads to a 7% increase in the average car travel times. And cyclists only increase their travel distance marginally to avoid streets without dedicated cycling lanes.

Pedestrians: Are guidelines inclusive?

Do footpath and crossing retrofits actually encourage walking for all people? Are guidelines inclusive of all potential walkers (and wheelers)? Are planners using statistical modelling to guide retrofit decisions. Or are they using the lived experience of pedestrians? New research offers insights into how to improve current guidelines for pedestrians.

Three New Zealand researchers decided to check out the walkability characteristics of crossings to provide insights for retrofits. Then they looked at whether local design guidelines were providing appropriate advice.

Research highlights are:

• Encouraging walking requires addressing experienced barriers.

•We objectively characterised pedestrian crossings perceived as barriers to walking.

• We compared characteristics with local design guidelines and Healthy Streets.

•Technical documents not specific enough to inform retrofit.

A red traffic sign in a street saying stop. Beneath the red sign is a yellow sign with a black stick person indicating a pedestrian on a crossing.

The 56 interview participants were aged 20 to 89 years and living in Auckland. Almost half had some difficulty with either walking, seeing, hearing, or remembering. They reported the attributes that made walking trips difficult or unpleasant, or discouraged them from walking.

Non-signalised crossings were the most frequent barrier mentioned and would fail the Healthy Streets Check assessment. Tight cornering radii, complexity, traffic volumes and speed were also factors in making walking difficult or unpleasant. The authors explain more about this in their article.

Guidelines – how useful are they for inclusive planning?

Guidelines mostly focus on best practice, naming all the aspects that should ideally be in place for a “walkable” environment. However, aspects that could be perceived as barriers are absent from the guidelines. For planners, knowing what to improve first makes for a difficult decision process.

The title of the study is, Pedestrian crossings: Design recommendations do not reflect users’ experiences in a car-dominated environment in Auckland, New Zealand Highlights.

From the abstract

Pedestrian crossings are a key feature both in terms of risk of road trauma and impacts on pedestrian experience. In car-dominated environments, retrofitting existing infrastructure to enable and encourage walking is a challenge. It is unclear what difficulties people experience and whether current design guidelines encompass these.

This study aims to provide a real-world perspective on local design guidelines and the Healthy Streets metrics. We use objective measures of the built environment and users’ perceptions of unfeasibility or difficulty.

Interview participants considered non-signalised crossing points as barriers to access. The Healthy Streets metrics are not set up to enable cities to easily identify these difficult crossings.

These findings provide information needed to improve local guidelines and Healthy Streets metrics to enable them to support proactive retrofit.