The next steps:
dhgajkdhaj
REIMAGINING ACTIVE AND PUBLIC TRANSPORT
EXTRACTS FROM DR LISA STAFFORD’S PAPER - TRIPS NOT MADE - SUMMARY REPORT
Deep connections exist between housing affordability issues and access to public transport.
Poor public transport usage in Tasmania is often cited as a reason for weak investment, but little is known about the barriers to actual usage – the trips not being made, and why.
Participants said the public transport system upholds disadvantage.
Tasmania, like all other states and territories, is required to have 100% of its bus stops in compliance with the Disability Standards for Accessible Public Transport (2002) by the end of 2022 (Department of Infrastructure, Transport, Regional Development, Communications and the Arts n.d.). Despite having had 20 years to work on this requirement, Tasmania will not be able to fulfil its responsibility. According to the 2019 Australian Infrastructure Audit, only 37.5% of bus stops were compliant in Tasmania (Infrastructure Australia 2019)
Tasmania has the lowest investment in passenger transport compared to any other Australian state or territory, with only $221.36 per person spent on passenger transport in Tasmania in 2019-20. The next lowest expenditure is the Northern Territory at $254 92 per capita (TasCOSS, 2019)
In April 2024, Cradle Coast Authority (CCA) hosted the Reimagining Transport Forum. The purpose of the forum was to delve into our public and active transport needs, imperatives and to imagine innovative solutions. Local leaders in community services, councils, peak bodies and community groups were invited to share their views and insights.
For example, how do we ensure the $10 billion of renewable energy investment planned for our region, lifts our industry and community up, as a whole. Public transport is an economic enabler. An efficient active and public transport system will mean we can capitalise on renewable energy investment It will connect our restaurants, retailers, workforce, other industries and more to this economic opportunity.
Minister Duigan is quoted as saying renewable energy investment will open the door to “…economic benefits for regional communities.” What needs to happen for this aspiration to become a reality?
We approached this process with an opportunity focus. We are keen to make the most of renewable energy investment and further activate our region’s potential. We are excited about how far the region has come with the implementation and progress of our coastal pathway. Unfortunately, the more we learned about public transport, the more we understood we have an outdated and fragmented delivery system Our active and public transport structures are not designed to work together. As an example, it is not easy to hop on a bus with your bike and then finish your journey under your own steam. We also learned that our youth, aged and people living with disabilities are suffering needlessly due to inadequate public transport. In Tasmania, there is a prevailing acceptance that public and active transport options are often below standard As a community, we have regrettably become accustomed to these systemic shortcomings
What we discussed at the forum
We heard from Dr Lisa Stafford who shared the findings from her research paper Trips Not Made This includes the findings that many members of our community are not taking trips for work, social activities, health appointments, or leisure due to access issues. This is affecting their independence and ability to thrive on an individual level and therefore impacts our community, as a whole. Institutional collaboration; easily reached, accessible, and safe bus stops; can ignite the potential of our broader community.
By exploring this knowledge in a room of local leaders we were able to identify that while our community suffers from inadequate active and public transport, so does industry. We are also missing out on opportunities to enjoy the infrastructure we already have.
We learned that visitors are unable to find transport from the airport to their accommodation Travellers are regularly left stranded at the airports in both Devonport and Burnie, unless they have pre-organised their connection. Not an ideal way to start a holiday.
We learned that the highly skilled workforce building $10 billion of renewable energy projects will find it difficult to spend their income in our region, because their only transport is likely to be the charter bus to and from work. This is expected to have an impact on the wellbeing of the workforce, negatively influence staff retention and in turn will be a missed opportunity for our retail and hospitality sectors
We learned that some west coast residents are reluctant to take an ambulance to hospital for emergency care, as they are unable to get home. Some have experienced being discharged from hospital in the early hours of the morning, with no transport options.
We valued input from the Department of State Growth as they shared their policies and vision for active transport in the region. This was also complimented by an exploration of innovative transport approaches, so we could conclude the day designing transport solutions. These designs included options integrating transport solutions where public and active transport can be utilised in the one journey
How does Tasmania compare?
Douglas (2024, p 47) states that “Of Australian jurisdictions, the Tasmanian Government spends the lowest amount per capita on public transport, and the second lowest proportion of their state budget.” Therefore, advocating for increased investment in our public transport network is both reasonable and necessary.
Tasmania's constrained public transport budget highlights the importance of prioritising effective active transport solutions In addition to this, we need prudent, innovative and impactful public transport investment. As John Devney explains (Currie, 2024, 11:00–23:45) investment in public transport needs to be responsive to the genuine needs of community and industry. Devney has developed a frequency transfer matrix which uses high, medium and low service classes to identify where demand responsive transport would be most likely to be viable When comparing Tasmania’s service frequency and usage matrix to other parts of Australia, our current system of scheduled fixed-route transport is less effective than other demand responsive transport options.
What is Demand Responsive Transport? It is a flexible public transportation service that adjusts routes and schedules based on the specific demands of its users, rather than following fixed routes and timetables like traditional buses
Our current transport system struggles with outdated administration and design
The north west public transport system was designed based on research published in 2017 This research was “ limited to keep the scope of detailed analysis manageable ”; rather than having a structure based on the needs of our community. Then the community workshops were conducted in Burnie and Devonport, limiting the pool from which knowledge could be drawn. The emphasis was on high passenger numbers, not high needs.
We know from the Cradle Coast Authority Regional Futures Plan, page 17, that “ around 75% of the region’s population is in the urban strip between Latrobe and Wynyard.”
The Cradle Coast has a linear population structure, serviced with a hub and spoke public transport structure The Cradle Coast Authority Regional Futures Plan also notes on page 17 “ a key challenge for the region will be in gaining an understanding of how the hub and spoke model of the twin city Burnie – Devonport industrial and service hubs and surrounding heartland economies can most effectively work together to leverage economic growth and investment.” Our current public transport system has embedded this challenge
The bus services underpinning our system are structured based on contracts determined by this 2017 research and are in the process of being extended for another 5 years
There was a review conducted in 2020 where some changes were made to the network. One of the ‘Major Changes’ noted in the document is listed as “Timing adjustments have been made for some Wynyard and Devonport services to better align with work finish times.” While this may have been a major change in the context of bureaucratic administration, it is unlikely to be considered a major change in the context of the broader community
With regards to renewable energy investment, the existing public transport system lacks the efficient flexibility needed to adapt to the expected movement of the workforce along the coast during the renewable energy construction phase Agile transport infrastructure is essential to support our growing and shifting workforce, ensuring seamless connectivity and maximising the economic benefits for our community.
Our ineffective public transport network is supported by other ad hoc initiatives:
Area Connect - employment
CTST - health appointments
Charter buses - agriculture PALM workers
DEZ - informal and unregulated taxi services on weekends
Our children are suffering
The Australian National University interviewed 70 children on the north west coast. This was published in December 2023, but not currently publicly available
In this report, children describe what it is like to not have enough money or material basics. What can we do to support families in challenging situations, in our community? Through this research and strength-based conversations, children tackling disadvantage in our community have named public transport as number one, on their wish list. When families, like a twelve year old girl's, noted in the report, cannot afford petrol – or a car – our public transport system is the only option Shopping for food becomes a challenge, it is harder to access family support and there is no possibility of visiting parks or going to other recreational places that are not within close walking distance.
The $10 billion investment in renewables can be an investment in our future In our children’s future In order for our children to benefit, they need a fit-for-purpose transport system to connect them with community and opportunities to play and learn.
Moving
from what and why, to how
After considering the current situation, what do we do next?
Transport infrastructure needs to be designed through the lens of those living with a disability This is known as the ‘curb cut effect’ The curb cut effect describes how improvements intended for one group - people living with disabilities - benefit many others, such as parents with strollers and travellers with luggage. This shows the broader societal benefits of inclusive design. With 21.4% of Australian’s living with a disability, curb cut design is an imperative, rather than merely desirable (ABS, 2024).
Summary
It is difficult to identify a single cohort of Tasmanian’s whose needs are genuinely being met through our public transport network It is difficult to identify a Ministerial portfolio that is not held back by our inefficient transport system.
Our community benefits when we all have access to family, friends, activities, employment, healthcare and education This will lift more than just literacy rates, boost mental health, connect people with employment opportunities and activate retail and hospitality sectors As one example, how useful is a $40 million Mental Health Precinct if you cannot get there?
Cradle Coast Authority commenced this work with an economic activation focus; however the volume of heart breaking stories we heard was overwhelming. These stories are even more concerning when you can see solutions that are neither complex nor costly, when viewed outside the lens of bureaucratic administrative processes.
We do not need a traditional hub and spoke transport system underpinned by outdated and irrelevant big city economic constructs.
We need a functional, complimentary and efficient active and public transport system to support our community and industry potential.
Transport is a service delivery mechanism for health, prosperity and a socially just community.
The next steps:
We need a transport system with greater flexibility to meet market needs and community changes Our research has indicated that the current public and active transport system is designed to simplify administrative processes, as opposed to being designed to simplify user experience.
Cradle Coast Authority is keen to contribute to developing effective transport solutions These solutions may include:
Enable community to design a Demand Responsive Transport service for West Coast Council and Circular Head Council
Explore ways to enable active and public transport in the one trip. One method to achieve this could be through community designed buses that are wheelchair accessible and bike friendly. We note the north west coast is home to the company that supplies Metro buses. Therefore, the Cradle Coast is in a strong position to connect a range of community needs, with the solution
Continue the rollout and invest in active transport This is an inexpensive way to cultivate community, improve health outcomes and provide our youth with greater options, agency and autonomy.
Reinvigorate the bus stop upgrade program. Each bus stop is an opportunity to create community spaces We note the success of Cradle Coast Authority’s Pause Places pilot in the Waratah-Wynyard municipality
Revisit the 2006 Cradle Coast Integrated Transport Strategy. Cradle Coast Authority is in a position to provide a strong contribution to the next iteration and capitalise on local renewable energy community benefit sharing potential.
Expand the pilot Pause Place program to make walking easier, more appealing and manifest our commitment to enhancing the public realm as a setting for active transport
References:
Australian Beauro of Statistics (ABS). (2024, July 4 release).
https://www abs gov au/statistics/health/disability/disability-ageing-and-carers-australiasummary-findings/latest-release
Cradle Coast Authority. (2018 November 26). Cradle Coast Regional Futures Plan.
Currie, G. (2024). ATRF PTRC Webinar - ON-DEMAND PUBLIC TRANSPORT IN AUSTRALIA AND NEW ZEALAND. YouTube video, speaker: John Devney. 29 July. Available at: https://www youtube com/watch?app=desktop&v=LKLP65cJL1w&feature=youtu be (Accessed: 29 August 2024) (Time 11:00 to 23:45)
Douglas, M. (2024, February). A better deal - Fixing Tasmania’s broken public transport system. The McKell Institute.
Phillip Boyle & Associates. (2017, November 18). Devonport and Burnie Urban Bus Reviews - Final Report
Stafford, L (2023, March) Trips Not Made - Addressing transport disadvantage experienced by disabled people and young people in Tasmania’s outer urban and regional communities
Tasmanian Government Department of Infrastructure. (2020 February). North West bus services review – Public consultation report.
Contact
Veronica Terry, Regional Development Manager