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1、MOBILITY BEYOND THE PANDEMIC 2 Contents Foreword _ 3 Executive Summary _ 4 Public transport evolution _ 6 Early investment in public transport c.1900s-1920s 6Advent of the car c.1920s-1960s 6Rise of congestion c.1970s-1990s 7Re-emergence of public transport as a priority c.2000-2019 7Covid and the e

2、merging new normal _ 10 A new normal for working 11Shifting social and recreational patterns 13Context for ANZ Public Transport Authorities _ 15 Strategies for increasing patronage _ 16 What have PTAANZ member organisations done to improve patronage?17Pricing 17Service delivery 18Service reform 19Se

3、rvice innovation 20Marketing/trip generation 21Modal competitiveness 21What are new initiatives that member organisations would like to try in the future?21Conclusion _ 23 3 Foreword I am delighted to release the latest collaboration between L.E.K.Consulting and the Public Transport Association Aust

4、ralia New Zealand(PTAANZ),Mobility Beyond the Pandemic.The publication of this paper comes at a critical juncture in history where we must fight for reform and innovation in the way people move around our communities.We have settled into a new normal post the COVID pandemic,and must now focus on tac

5、kling the climate crisis.Transport is the fastest growing source of emissions in Australia and New Zealand,so our sector has a big role to play in assuring a sustainable,liveable,and equitable future.We must take a dynamic approach that includes incentivising increased uptake of public and active tr

6、ansport options,as well as measures to discourage private vehicle use.Essentially,we must do everything possible to make public and active transport more appealing travel choices.This paper outlines a number of strategies to achieve both,informed by case studies from our region and abroad.This paper

7、 is the result of extensive research,data analysis and consultation with public transport authorities.We also had the opportunity at PTAANZs Mode Shift Symposium,held in Brisbane in May 2024,to workshop ideas for initiatives that have been trialled or that organisations would like to trial,to improv

8、e public transport patronage.The findings of that workshop are outlined in this paper.I would like to acknowledge my teams hard work in pulling this paper together,particularly Natasha Santha Partner,Andre Tibyrica Senior Manager,Vincent Chan Senior Consultant and Brendan Quigley Consultant.We would

9、 also like to thank Australia and New Zealands public transport authorities for generously sharing insights into whats happening in their jurisdictions and how theyre responding to those mobility trends.I hope this paper provides you with inspiration and ideas to shape world-leading mobility options

10、 in Australia,New Zealand and beyond.Mark StreetingSenior Partner,L.E.K.Consulting Vice Chair,PTAANZ 4 Executive Summary Public transport has evolved considerably over the last 100 years.Over the last century public transport investment,demand and mode share have gone through a series of transformat

11、ions.The early 1900s saw significant investments in public transport.For example,Adelaides Electric Tram System(inaugurated in 1909),the electrification of Flinders Street Station in Melbourne(completed in 1919)and Sydneys City Rail Loop(inaugurated in 1926).These investments drove metropolitan publ

12、ic transport mode share in Australia and New Zealand from 20%to c.60%by the 1920s,as active and public transport were among the only modes available at this time.However,things changed with the widespread adoption of the car,which saw mode share decrease to c.15%by the late 1960s in Australia.Then,r

13、apid population growth post WWII and increased personal mobility drove growth and congestion in ANZ cities.In Australia,average daily travel times went from c.64 minutes in the early 1900s to c.50 minutes by the mid-1960s,but eroded by the 1970s to c.85 minutes today.Public transport re-emerged as a

14、 priority in the 2000s to combat congestion and respond to growing sustainability concerns.Governments increased investment in public transport infrastructure and introduced policies which led to a gradual increase in mode share by the late 2010s.Then,the COVID-19 pandemic hit.COVID-19 saw unprecede

15、nted levelsof disruption to public transport systems around the world.Across ANZ cities,patronage dropped to historic lows at the height of the pandemic.In the years during and immediately following the pandemic,public transport authorities implemented several initiatives to encourage a mode shift b

16、ack to public transport.It appears that these initiatives have been successful.Many jurisdictions are largely back to,or exceeding 2019 patronage levels.It is now the time to move beyond the recovery phase and focus on driving public transport growth in the new normal.Enough time haspassed since the

17、 effects of COVID to confirm that lasting structural change has occurred in the way Australians and New Zealanders live,work and play.These include:rise of flexible workingsuppression of peak commutingchange in social and recreational patternsa shift to active and micro mobilityincreasingly positive

18、 sentiment for environmentally-friendlytransport modesSeveral interventions have been trialled across ANZ to win back mode share and unlock patronage growth.Insights from PTAANZ member organisations suggest that interventions that build confidence in the system,embrace multi-modality,and consider th

19、e whole transport network as a system appear to deliver the greatest tangible benefit.5 Specifically,public transport authorities in ANZ believe that initiatives tied to service delivery,service reform and service innovation are the most likely to be successful.For example:Service delivery-Improving

20、 the frequency,reliability,and customerexperience of services to make public transport an attractive modecompared to alternatives.E.g.through bus prioritisationService reform Re-designing the network to provide more servicesat times where people need them most.In particular to respond to thestructur

21、al change that has happened.E.g.an increased focus to shiftto off-peak servicesService innovation Implementing initiatives such as on-demandpublic transport,or integration with micro-mobilityMany of these initiatives will require proactive investment in both public transport infrastructure and servi

22、ces to unlock future growth in mode share.Looking ahead,there are opportunities to think beyond the carrots which make public transport more attractive and consider the sticks which can be used to actively discourage the use of private vehicles particularly in congested cities.For example,congestion

23、 charging and emissions based access charging in London has sought to improve the pricing signals presented to the community and are clearly public transport friendly initiatives.Governments across ANZ have laid a strong foundation for the future of public transport,but more needs to be done to supp

24、ort growth in public transport usage and mode share in Australian and New Zealand cities.6 Public transport evolution Early investment in public transport c.1900s-1920s Over the last century public transport investment,demand and mode share have gone through a series of transformations.The early 190

25、0s saw significant investments in public transport.For example,Adelaides Electric Tram System(inaugurated in 1909),the electrification of Flinders Street Station in Melbourne(completed in 1919)and Sydneys City Rail Loop(inaugurated in 1926).These investments drove metropolitan public transport mode

26、share in Australia from 20 to 60 percent over the first 20 years of the 20th century.1 Similarly in New Zealand,investment in electric tram systems across its four main cities spurred increased public transport mode share.Advent of the car c.1920s-1960s Public transport mode share peaked around 1920

27、 in Australia,reaching c.65%across metropolitan areas,before falling to c.15%by the late 1960s.The introduction of personal transport(i.e.cars)in the 1920s heralded a significant change in the Australian transport landscape,with the impacts rapidly accelerating as cars proliferated.Private motor veh

28、icles surpassed rail as the dominant mode choice across metropolitan Australia.In New Zealand,car adoption accelerated from the 1950s,as many of the restrictions that constrained private car usage in NZ(during war years)were lifted and discretionary income increased.From the 1930s,buses began to pla

29、y a greater role in public transport.The increased flexibility in routing and timetabling offered by buses was seen as an advantage over the existing tram networks.The 1950s and 1960s saw the decommissioning of most major tram systems across Australia and New Zealand,apart from Melbourne.For consume

30、rs,buses often presented a less compelling alternative to private car usage,due to perceived poor service levels and fare volatility,which reflected shifting petrol prices.The significantly reduced demand for public transport due to booming car sales led to excess public transport capacity.It was on

31、ly with the rise of congestion when we had to start thinking about investing in public transport infrastructure.7 Rise of congestion c.1970s-1990sA rapidly growing population post World War 2(c.90%population growth between 1945 and 75)1 and the increased personal mobility afforded by private motor v

32、ehicles drove the geographic sprawl of Australian cities.This was reflected in a rising portion of the population residing in suburbs,rather than the city itself.(For example,by the 1960s,over 70%of Sydney population lived in the suburbs,compared to c.40%in the 1840s.2)This growth of car ownership a

33、lso supported the transition away from living locally,driving increased trip making behaviour.Peoples travel patterns began to capture geographically disparate places of living,work,education,shopping and recreation.This was reflected in an increased demand for mobility.In Australia,this grew from c

34、.20 billion passenger-kilometres in 1940 to reach c.160 billion passenger-kilometres by the turn of the century.While average daily travel times in Australia dropped over the first half of the 20th century(from 64 minutes in the early 1900s to 50 minutes by the mid-1960s),this benefit had eroded by

35、the 1970s,with daily travel times continuing to grow to current levels of c.85 minutes today.This reflects significant metropolitan expansion across many ANZ cities,increased trip making behaviours and increasing levels of road congestion.The public transport mode share decline slowed from the begin

36、ning of the 1970s,dropping to c.10%across metropolitan Australia by 1980 and remaining stagnant through to the 2000s.NZ saw a similar pattern of public transport mode share evolution through the 70s,80s and 90s.Re-emergence of public transport as a priority c.2000-2019While cities focused on constra

37、ining(sub)urban congestion through programs that improved car journey times,such as road-widening and implementation of new roads(e.g.,bypasses),there was also an increasing focus on the role of public transport.Over the last 40 years,ANZ PT authorities have overseen significant investments in publi

38、c transport,with new infrastructure projects playing an important role in driving mode share to public transport.1 Australian Bureau of Statistics 2 Steele&Gleeson 2010 8 Major public transport investments in Australia Not exhaustive One of the earliest post-war investments into public transport was

39、 the introduction of diesel railcars in Perth in 1954,along with the opening of seven new stations.The faster speeds reduced the time to get to Perth from Fremantle,Bellevue or Armadale,and resulted in a 75%increase in patronage over 5 years.More recently,projects such as the Brisbane Busway(2000-20

40、11),Sydney LRT(1999-ongoing),Gold Coast LRT(2014-ongoing),and Sydney Metro(2019-ongoing)are examples that have achieved very strong patronage outcomes to date,with many having continued expansions in progress.For instance,the Brisbane Busway comprises a a 32 km network,with the inner Northern busway

41、(one of four links)carrying over one million passengers each month.3 The Gold Coast Light Rail similarly strengthened Queensland public transport patronage,surpassing projections to reach 10.7m journeys in FY2019,supporting further service expansions.4 Census journey to work data in the decade to 20

42、16 reveals significant pre-COVID public transport mode share gains in Sydney and Melbourne(c.4 ppt),with more modest results in Brisbane,Perth and Adelaide(c.0-2 ppt).3 https:/ 4 https:/.au/more-services-for-seq-as-patronage-climbs/9 Major public transport investments in New Zealand Not exhaustive N

43、Zs geographical topology and a strong focus on road infrastructure,has led to buses being the main form of public transport,with only Auckland and Wellington having urban train services.Bus remains the dominant mode in Auckland accounting for c.70%of journeys.The Northern Busway linking Aucklands No

44、rth Shore with the Northern end of the Auckland Harbor Bridge was completed in 2018,and acts as the spine of the bus-based public transport system.In June 2010,the busway carried its 5 millionths passenger and was estimated to remove the equivalent of about 5,100 cars in the morning peak,with 80 bus

45、es per hour during peak times5.Auckland saw significant investment in services,with a focus on improving service levels and rail-bus interconnectivity driving a doubling of annual public transport journeys from 2006 to 2019,with rail journeys increasing roughly four-fold.6 Aucklands City Rail Link c

46、urrently under construction aims to further improve rail services in the city.Despite these improvements,low adoption of public transport relative to international standards has persisted in NZ,with public transport accounting for c.5-6%of total travel time in the 21st century(excluding Covid-impact

47、ed periods).7 5 Like a railway,but with buses.Region Wide.Auckland Regional Council.July 2010.p.2 6 https:/at.govt.nz/about-us/reports-publications/at-metro-patronage-report/7 New Zealand Household Travel Survey 2011-2014,2015-18 https:/www.transport.govt.nz/assets/Uploads/Report/Public-Transport-20

48、15.pdf https:/www.ehinz.ac.nz/assets/Factsheets/Released_2020/Commuting-Time-by-Mode-of-Transport.pdf 10 Covid and the emerging new normal Covid represented the most significant impact to public transport usage since the wide scale adoption of the private car.Initially,sharp declines in public trans

49、port patronage were observed,reflecting government-imposed lockdowns and mobility restrictions.Parallel to government-imposed restrictions,the viral transmission risks associated with public transport and aversion to crowding limited the initial rate of reuptake,which occurred alongside a significan

50、t increase in working-from-home arrangements as well as an increase in private car usage.8 While government-imposed restrictions have now ceased,some societal and behavioural changes have persisted in what is now a new normal.Over the last 18 months to March 2024,overall public transport patronage h

51、as largely stabilised across most ANZ cities,with Q1 2024 patronage within c.20%of Q1 2019 levels.Cities which experienced less severe lockdowns relative to other cities,such as Perth,Wellington and Brisbane,have now reached,or exceeded pre-COVID patronage.While the recovery in Victoria and Auckland

52、 has been slower.We have now entered the new normal,with public transport patronage recovered in most ANZ cities Note:*The no.journeys has been Indexed to Jan 2019 for each state;Source:NSW-TfNSW Open Data;VIC-Data VIC;Perth(TransPerth)-PTA;Wellington MetLink;Auckland-Auckland Transport Similar tren

53、ds have been observed across other major cities in the world.Initial declines were not as strong in some cities as those observed in ANZ,where governments imposed less stringent movement restrictions(e.g.,London,Hong Kong).However,public transport patronage has remained systemically lower than pre-C

54、OVID in some cities.For instance,data from 2023 shows San Francisco and Toronto uptake at 71%and 70%of 2019 patronage,respectively,while Londons uptake has recovered to 96%of 2019 patronage.9 The top-level patronage declines hide a more nuanced view of changes in passenger behaviour,which reflect st

55、ructural changes that have materialised in the post-COVID society,particularly in relation to how people travel to work,versus recreational or social activities.8 https:/www.ncbi.nlm.nih.gov/pmc/articles/PMC8575658/9 https:/www.ttc.ca/about-the-ttc/Key-Information-About-the-TTC;https:/ https:/tfl.go

56、v.uk/info-for/media/press-releases/2023/november/latest-tfl-figures-show-the-tube-reaching-4-million-journeys-per-day 11 A new normal for working Working from home became the norm for many white-collar workers across ANZ during COVID lockdowns.In the post-COVID world,many white-collar workers have t

57、ransitioned to a hybrid model,with eligible workers incorporating some days per week working from home.Some employers have now implemented minimum days-in-office policies,which has led to number of days worked from home reducing since the height of the pandemic but remains higher than pre-COVID.L.E.

58、K.s 2023 Australian consumer survey found the proportion of people working from home increased by c.18 ppt compared to pre-COVID to 54%,with the largest increase seen in those working 2-4 days per week from home.Workers are also increasingly working flexible hours,with those who work flexibly more t

59、han occasionally increasing 14ppt in 2023 compared to pre-COVID.Working from home,and working flexibly continue to be the norm,post-COVID Note:Total n=1,483,totals exclude those not working in a given period(e.g.unemployed,students,retired)Source:L.E.K.consumer survey(May 2023),Q10.How often did you

60、 work from home pre-COVID compared to now?;Q11.How often did you work flexible hours(e.g.adjusting the time of your working hours from the standard for your organisation)pre-COVID compared to now?The evidence suggests that these working patterns are here to stay.Weekday public transport levels remai

61、ns broadly stable across most jurisdictions,and employers have settled in to an environment where hybrid and flexible working is the norm.An increasing number of workplaces are offering flexible-working arrangements,with a New Zealand national survey finding 82%of respondents having workplaces which

62、 will continue to support remote working following the pandemic.10 The effect of these structural shifts is that people are also choosing to travel at different times of the day,with peak-time commuting remaining suppressed.For example,Sydney CBD Opal tap offs over the morning peak(c.8am)commuting p

63、eriod are lower for Feb 2023 vs.Feb 2020 (pre-COVID),whereas the off-peak period had largely recovered to pre-COVID levels.11 A similar impact was seen in Aucklands bus and ferry boarding data.In Wellington and Perth,the impact has been less severe.10 https:/hrnz.org.nz/news/article?tx_news_pi1%5Bac

64、tion%5D=detail&tx_news_pi1%5Bcontroller%5D=News&tx_news_pi1%5Bnews%5D=541&cHash=a7068014ea9955445ad9f11b9b0fe567 11 https:/ 12 Peak-time commuting remains suppressed in major cities Note:*Data shown may be indicative for low-patronage periods due to data specificity;*Dates were selected to try and c

65、apture typical non-holiday PT behaviours pre-Covid and post-Covid based on available data:Sydney CBD weekdays over 3 weeks commencing from 1st Monday in February 2020/2023;Auckland weekdays in March 2019/2023;Perth non-holiday weekdays(schooldays)in March 2019/2023;Wellington FY2019/2023 overall ave

66、rage.Excludes train services due to differences in operations between 2019/2023 Source:NSW-TfNSW Open Data;Auckland-Auckland Transport 13 Shifting social and recreational patterns Placemaking and CBD activation policies implemented post-COVID have led to CBDs and other recreational areas seeing incr

67、eased public transport traffic,with usage distributed across non-peak hours and increasing travel over the weekend.Relative to weekdays,weekend patronage has recovered strongly,surpassing pre-COVID levels across a number of ANZ cities.In particular,weekend ferry patronage has increased dramatically

68、in Auckland.By early 2022,Melbourne had surpassed pre-COVID weekend CBD footfalls during major events(e.g.,Grand Prix),while weekday footfalls were c.30-40%lower than pre-Covid.This shift from weekday to weekend traffic was reflected in public transport demand.12 Similarly,visits to parks and nature

69、 attractions in the City of Sydney have increased significantly.13 There has been a shift from weekday to weekend travel,reflecting a structural change in how people choose to travel Note:*Feb 2023 vs.Feb 2020;*Mar 2023 vs.Mar 2019;*Nov 2023 vs.Nov 2019 Source:NSW-TfNSW Open Data;Perth(TransPerth)-P

70、TA;Wellington MetLink;Auckland-Auckland Transport The NSW Household Travel Survey was one of the few to publish annual trip purpose data over the entire COVID period,demonstrating a fall in commuting share and a rise in social visits/recreational purposes,which has persisted through 2023.12 https:/

71、13 https:/ A decline in work related commuting,and a rise in personal,social and recreational travel has persisted through 2023 Note:*Other in 2021 included work related business and education/childcare Source:NSW Household Travel Survey This shift in travel volume away from work purposes,and toward

72、s social,recreational or personal business has important implications for public transport planning as the spatial distribution of travel demand has changed.It suggests fewer trips to and from the CBD,and more trips to local areas of amenity closer to where people live.This can be seen in patronage

73、data form the Melbourne metropolitan rail network,where station entries for City loop stations remained 7ppt lower than the rest of the network in both FY22 and FY23.Travel to and from CBDs is on the decline.Since COVID,Melbourne rail patronage between non-CBD stations has recovered faster than CBD

74、trips Note:Patronage estimates are derived from myki ticketing data and factored up to account for the transaction rate.Source:Victorian Department of Transport 15 Context for ANZ Public Transport Authorities Public Transport Authorities in Australia and New Zealand face several broader constraints

75、when trying to drive patronage growth in the current environment:The fiscal position of many state/national governments is not as strong,emerging from COVID,as well as reduced economic activity.Withconsumer outlook being shaped significantly by cost-of-living concerns,political attention has general

76、ly shifted to other parts of the economy,such as energy and housingDue to constrained finances and significant cost increases for majorinfrastructure projects underway,there has been a general shift awayfrom committing to major infrastructure projects,with some statesseeking rationalisation of exist

77、ing transport infrastructure pipelines.The forward infrastructure pipelines are likely to be conservative relativeto the past and may be largely set for the next decade.In parallel therehas been a shift in focus towards achieving cost efficiencies and returnon investment for public transport project

78、sThis is reflected in a refocusing on strategic urban development acrossmany governments looking to guide future development of the citywith mobility in mind and a focus on maximising the utility of currentand pipeline infrastructure,rather than building additional transportinfrastructureLooking for

79、ward,public transport is likely to be shaped,in particular,by both urban development policies and the energy transition,requiringa broader set of government stakeholders.16 Strategies for increasing patronage As part of our research,we contacted several public transport authorities across ANZ,as wel

80、l as global counterparts,and conducted secondary research,looking at what had been implemented post COVID,with direct or indirect impacts on patronage.By far,the most common strategies observed are those that tend to be relatively straightforward to implement,such as fare discounting or capping.Less

81、 common were strategies that involved more fundamental change to the transport system (e.g.,reduction of crowding,improving level of comfort and better regularity/frequency of service)14 given these solutions can take significant time to implement.However,there is general consensus that factors that

82、 require these fundamental changes are important factors that can be some of the most influential for uptake of public transport.Across our research,there were limited examples of clear cause and effect relationships between initiatives and patronage recovery,as many were implemented in periods wher

83、e patronage was recovering independent of intervention and/or multiple measures were implemented simultaneously.As such,we also considered other measures implemented previously that were known to have the potential to improve patronage.It is clear from experience internationally and at home,that the

84、re is no silver bullet for improving public transport mode share.The research showed to create mode shift,and build patronage,public transport authorities need to adapt to the evolving situation in a flexible way.The following graphic summarises 9 key themes that public transport authorities have em

85、ployed globally to mode shift to public transport.14 https:/www.pc.gov.au/media-speeches/articles/public-transport-rethink 9 key themes for improving public transport mode share 1 Service delivery Improving reliability(On-time running/cancellations)Better communication(crowding,reliability)Improved

86、bus priorityAddressing labour shortages2 Service reform Closer alignment with daily/weekly travel demandLocal catchment area service plans Reallocationof capacity and reduction of one-seat journeysOff peak growth3 Service innovation Integration with ride shareIntegration with micro-mobility and acti

87、ve transportIntegration with major eventsOn demand bus services4 Pricing Fare reforms(new post-COVID products)Concessions strategyCorporate programs(e.g.,corporate fares bundlesfor employees)5 Cost effectiveness Bus contract consolidation/depot consolidation/operator efficiencyService rationalizatio

88、n/replacementReducing fare evasion6 Modal competitiveness Car parking costs and availability to disincentivefor car useCar parking fines7 Marketing/trip generation Leveraging growing ESG sentiment to drivemode shareImproving perception of network safety and securityCBD rejuvenation8 Agility Implemen

89、tation sprintsBusiness case simplification9 Net zero Acceleration of decarbonisation via rail,bus,and ferry electrificationInterim decarbonisation strategies(e.g.,hybrid rail,biodiesel etc.)17 What have PTAANZ member organisations done to improve patronage?The PTAANZ Mode Shift Symposium held in Bri

90、sbane on 1-2 May 2024 brought together industry leaders to discuss the challenges and opportunities in encouraging more people to use public transport.During the workshop,members shared their experiences with patronage improvement initiatives trialled in their jurisdictions.It was clear that jurisdi

91、ctions to date have focused on five themes for improving patronage:Pricing,Service delivery,Service reform,Service innovation,and Marketing/trip generation.Pricing Fare discounting or capping were common strategies which transport authorities have trialled and are also relatively easy to implement.F

92、or example,Auckland Transport implemented a 50%fare reduction to bus,train and ferry services between 1 April 2022 and 30 June 2023.This resulted in a marginal uptake in demand over the period.As another example,in May 2024,the Queensland Government announced a 50c cap on all public transport fares

93、in a six month trial.There are also examples of free fare initiatives overseas;in the United States,the DASH bus system in Alexandria,Virgina became free from September 2021 with a commitment to remain free for four years15.Evidence suggests that free fares can achieve up to a 30%patronage uplift,so

94、me derived from mode share shift(often with a substantial portion coming from active transport).Where deeply discounted fares have been introduced,incremental farebox revenue from new customers is typically substantially less than the farebox revenue lost in discounts to existing customers(i.e.refle

95、cting the fact that public transport demand is“price inelastic”).15 https:/news.trust.org/item/20220310120923-ztyx9/In general,contributors to the symposium suggested that initiatives tied to service delivery,service reform and service innovation were more successful than fare reform initiatives and

96、 this is consistent with international experience 18 Case study-Victoria Fare Capping for Regional Victorian Public Transport provides savings for Victorians,and lifts regional patronage Motivated by the desire to increase the uptake and affordability of transport for regional Victorians,the state g

97、overnment introduced a fare cap on public transport trips on the 31st of March 2023.This capped the daily fare for regional public transport users to$10.60 a significant saving for regional Victorians,with a return ticket fromBendigo to Melbourne reducing from$68.80 to$10.60 per day.After one year t

98、he program Regional Victorians saved$50m,with more than 22 million trips taken.By 31 December 2023,regional network patronage had nearly recovered to pre-COVID levels,at 97%of 2019 patronage.V/Line also added hundreds of special services across the network,put on extra carriages,utilised standby coa

99、ches and trialed new reservations procedures to meet the increased demand.Real-time location information for regional train passengers enables better,more convenient journey planning The Victorian Government provided access to real time information on V/Line train arrivals.This information was made

100、available to Google Maps,Apple Maps,and the departments AnyTrip app.Prior to this,real-time data for V/line train services was only available at stations on platform display boards.Service delivery PTAANZ member organisations trialled several initiatives to improve service delivery.This included add

101、itional bus lanes,improving safety through live CCTV,and addressing labour shortages to improve service reliability.Austroads evaluated several ANZ case studies where on-road bus priority has been installed and found that even low-cost projects can deliver significant travel time improvements for bu

102、ses and significant patronage uplifts.16 Notably,significant benefits can also be seen with transit lanes(shared lanes for passenger-containing cars and buses).For example,installation of a 2 km T3 lane along Manakau Road in Auckland achieved a c.50%reduction in journey times and increased bus occup

103、ancies by 20%.The safety and security on board and at stations are important factors that influence peoples decision to use the public transport network.Initiatives to improve safety on board and at stations have been implemented in Australia and New Zealand.These include the deployment of safety pe

104、rsonnel,improved lighting,and the deployment of more CCTV cameras.In Victoria,this has seen the deployment of protective services officers at 216 railway stations from 6 pm to the last available service.17 In NSW,where there are 10,000 CCTV cameras across the train network,Transport for NSW is using

105、 AI technologies on CCTV cameras in certain CBD and Newcastle locations to help make transport safer.18 In South Australia,QR codes have been used to encourage commuters to report poor behaviour,which then allows security officers to be deployed to locations that require them the most.19 16 https:/.

106、au/publications/network/ap-r550-17/media/AP-R550-17_Prioritising_On-road_Public_Transport.pdf 17 https:/www.police.vic.gov.au/public-transport-safety 18 https:/www.transport.nsw.gov.au/projects/current-projects/cctv-trial-commences-at-sydney-cbd-and-newcastle 19 https:/www.dit.sa.gov.au/news/archive

107、?a=1248726 19 Service reform Increasing the frequency of services,with a focus on off-peak,weekend and contra-peak times was an initiative that jurisdictions have trailed to drive increased public transport mode share.If services have low frequencies this creates a barrier for consumers to use publi

108、c transport services,resulting in lower patronage.A key threshold for consumers is the point at which they pivot from consulting a timetable before travelling to just turning up at the transit stop,which is generally considered to be services that run every 10(or sometimes 15)minutes.So-called turn-

109、up-and-go public transport services meet these high-frequency thresholds,delivering sufficiently low waiting times for consumers that frequency does not influence use of the service.Turn-up-and-go public transport has been captured as a policy objective in many urban plans,e.g.Melbournes Transport S

110、trategy 203020(targeting services every 10 minutes)and QueenslandsConnecting SEQ 203121(targeting peak services every 10 minutes and off-peak services every15 minutes).Infrastructure Victoria recently estimated that only one-third of Melbournes populationis currently within 10 minutes(c.800 m)of a h

111、igh-frequency service,proposing investment in busservices as a strategy to double this.22 In 2018,Victorias Parliamentary Budget Office costed a10-year proposal to increase Melbourne metro train and tram frequency to every 10 minutes,9 amto 9 pm at c.$1.9bn over 10 years(compared to estimated total

112、annual metro revenue of c.$0.8bnin 2018).Studies looking at the impact of service frequency on patronage have generally found a significant impact,with a conservative consensus view suggesting a 2-fold increase in service frequency can be expected to increase patronage by up to c.30-40%.23,24,25 Hig

113、her impacts have been observed for off-peak/weekend services and in the longer term.20 https:/www.melbourne.vic.gov.au/SiteCollectionDocuments/transport-strategy-2030-city-of-melbourne.pdf 21 https:/documents.parliament.qld.gov.au/tp/2022/5722T451-4124.pdf 22 https:/.au/resources/fast-frequent-fair-

114、how-buses-can-better-connect-melbourne 23 https:/ 24 https:/trl.co.uk/uploads/trl/documents/TRL593%20-%20The%20Demand%20for%20Public%20Transport.pdf 25 https:/www.vtpi.org/elasticities.pdf 20 Case study-Queensland Real time service capacity tracker to manage crowding on-board trains provides improve

115、d amenity for passengers During COVID the QLD Government introduced a publicly available online indication of the level of crowing anticipated on train services at various times of the day.This was done in order to help customers make choices about social distancing,encouraging them to travel based

116、on their own comfort levels with regards to their health and safety.This information remains available on the Translink website.The website proved popular initially,as it was widely advertised and social distancing was a key public focus during the pandemic.It continues to receive about 200 hits per

117、 day,despite the service no longer being widely advertised.Maintaining high-frequency services during,and post pandemic leads to review of network design and service levels During COVID the Queensland Government maintained operation of all services,including high-frequency services.This was primaril

118、y to maintain access to employment for essential workers who had no other means of travel,and to ensure that patterns of travel usage were not broken.Patronage on high-frequency routes serving the CBD remain low compared to pre-pandemic levels due to structural changes to commuter travel patterns.Ho

119、wever,at off-peak times these routes appear to be doing very well.This has led the government to shift its focus towards the off-peak network.In aims to service frequencies to provide convenient and flexible opportunities to travel throughout the day,meeting demand for changing travel patterns focus

120、ed on local communities and away from the previous focus on core,commuter-focused CBD markets.Service innovation On-demand transport services are an area of innovation which have the potential to increase public transport ridership.These services allow passengers to book their journeys at a time con

121、venient to them,via an app,to be collected at an agreed location.This solves the first and last mile connectivity issues that are a significant problem in urban mobility.This model of transport also better meets the changing mobility needs of customers,who are now travelling outside standard peak ti

122、mes to avoid large crowds.On demand transport services have seen success in NSW.The Ponds service operated by Cooee Busway delivered more than 80,000 rides within nine months of launching.The service has shown the potential for wider economic benefits including emissions reduction and socio-economic

123、 benefits to the community:55%of passengers made the same journey by private car previously.Half of these passengerswere single car users driving and parking at or near the station13%of individuals stated in a recent survey they would not have made the journey if they did nothave access to the On De

124、mand service21 Marketing/trip generation The COVID-19 pandemic caused a fundamental shift in the way the community viewed and used public transport.Concerns about public health and social distancing initially led people to private vehicle use,or towards commuting during less crowded,off-peak times w

125、ith these behaviours becoming habitual and entrenched over time.Clear messaging to re-build awareness of public transport and promote its use is critical for increasing ridership.QLD ran an innovative Golden go card giveaway in June 2021,in which commuters were given a chance to win a year of free t

126、ravel.They saw strong adoption with more than 33,500 entries in four weeks.Effective campaigns are not limited to public transport authorities.The Property Council of Australia(QLD)ran a Fridays in the City campaign which reminded people why the city is a great place to visit and work26.Modal compet

127、itiveness In addition to measure that increase the attractiveness of public transport,mode share shift can also be encouraged by making private vehicle transport less attractive.Parking is the obvious place to start.For example,Transport for NSW manages a Parking Space Levy in the Sydney CBD and oth

128、er congested areas of the city such as Bondi Junction and Chatswood27.While in Auckland,work is underway to investigate time-of-use charging which would apply in peak periods to reduce congestion and improve travel times28.Road-based public transport would be a major beneficiary of this in terms of

129、reduced journey times and improved service reliability.Much can also be learned from international experience.Part of Londons success can be attributed to the direct initiatives it has taken to dis-incentivise car use over time.This includes a congestion charge first introduced in 2003 at 5(now 15)2

130、9,and the introduction of its Ultra Low Emission Zone(ULEZ)in 2019,in which vehicles that do not meet emissions standards must pay a daily charge of 12.50 per day to drive within the zone30.Revenue from the congestion charge and the ULEZ is a direct(hypothecated)funding source for Transport for Lond

131、on.What are new initiatives that member organisations would like to try in the future?Symposium participants were asked to identify and rank the initiatives that they would like to try in the future to increase public transport mode share.Further increasing frequency,bus prioritisation,and real-time

132、 information were the top three ideas identified,consistent with the theme that service delivery,reform and innovation are areas that are most likely to move the dial on mode share.26 https:/statements.qld.gov.au/statements/92504 27 https:/www.revenue.nsw.gov.au/taxes-duties-levies-royalties/parking

133、-space-levy#:text=Refresh-,Annual%20levy,Sydneys%20CBD 28 https:/ourauckland.aucklandcouncil.govt.nz/news/2024/06/auckland-council-sets-out-guiding-principles-for-time-of-use-charging/#:text=In%202020%2C%20a%20report%20by,school%20holidays%2C%20all%20year%20round.29 https:/tfl.gov.uk/modes/driving/c

134、ongestion-charge 30 https:/tfl.gov.uk/modes/driving/ultra-low-emission-zone 22 Top 10 ideas PTAANZ member organisations want to try to increase public transport mode share 1st 2nd3rd4th5thIncrease frequency,coverage,and network integration Expand dedicated busway infrastructure Better multi-modal tr

135、ip planning with real-time,reliable information Maximise corporate products(e.g.employers offering PT as a benefit)Understand new demand,and match services 6th7th8th9th10thBuild awareness of the networks capabilities for a wider range of trips Proactive marketing targeting a corridor,rather than ind

136、ividual services Better ways to capture real-time customer feedback Reduced fares for new property developments eBike park and ride allow access to secure storage using PT card 23 Conclusion In the lead up to COVID,public transport authorities around the world were being rewarded for their efforts t

137、o improve public transport service levels and quality.Both patronage and mode share gains were rightly celebrated.There is no doubt that COVID was a material setback for public transport,with specific government direction to not use any form of shared transport or dramatically limiting its use durin

138、g the pandemic and locking in behavioural change towards private transport.Contributors to the May 2024 PTAANZ Mode Shift Symposium collectively reinforced the fact that public transport authorities and operators in Australia and New Zealand are taking successful pre-COVID strategic initiatives to a

139、 new level post-COVID in their efforts to drive patronage recovery across multiple dimensions including the fundamentals of service delivery (i.e.frequency and reliability),service innovation(e.g.integration with other modes and services)and targeted fare reform(for example).All this in an environme

140、ntally sustainable manner with hard targets to transition to zero emission fleets.Initiatives to date have largely focused on making public transport more attractive by making it cheaper,more accessible,or more convenient.However,driving mode share shift to public transport should be about both“carr

141、ots and sticks”.With a natural limit to the extent we can drive the attractiveness of public transport,we must increasingly focus on the“sticks”,specifically how we can directly disincentivise private car use as a means of driving mode shift to public transport.London provides a case study for how t

142、his can be achieved.While clearly not directly transferable to the Australia/New Zealand context,an impressive c.65%of London journeys are currently made by“sustainable modes”(i.e.public transport and active transport),with a goal to increase this to 80%by 2041.Much of this can be attributed to prog

143、ressive measures to discourage private car use through access charges-including those linked to vehicle emissions.While the efforts of public transport authorities to date have delivered impressive results,we clearly need more to support growth in public transport usage and mode share in Australian and New Zealand cities.