Connectivity between micromobility & public transport in Brisbane

The research project Closing the loop on first/last mile transportation in Brisbane, undertaken by the University of Queensland in partnership with Brisbane City Council, has been completed. The final report from the project is available for download below.

This work was conducted to assess opportunities and barriers on the important urban mobility challenge of first and last mile connectivity gaps for public transport users.

In a first of its kind study, researchers systematically tested the integration of shared e-mobility with public transport using a phased intervention design. The goal, to evaluate how micromobility modes, in particular e-bikes and e-scooters could serve to complement public transport in Brisbane and help provide solutions to help close the connectivity gap.

Literature review

A literature review was undertaken by researchers that illustrated first and last mile connectivity is an issue the world over for integrated urban mobility systems.

The literature encompassed several main topics including:

• First/last mile integration between shared micromobility and public transport
• Modal shift and substitution of shared micromobility
• Affordability and subsidy as barriers and policy levers in micromobility uptake

Generally, the literature endorsed e-micromobility modes as a potential lever to help close the connectivity gap, however, the literature highlighted how closing this gap is not without complex and varied considerations, many of which are subject to local nuances.

Methodology

Researchers systematically tested the integration of shared e-mobility with public transport using a phased intervention design. The study was undertaken over an 8-month period at Brisbane’s Albion Train Station, a busy inner-northern station with a Park ‘n’ Ride facility as a case study location.

A mixed method approach was employed which combined observed travel behaviour through shared e-mobility data plus primary data collection via passenger intercept surveys of travellers on site.

The experimental design was implemented sequentially across three distinct phases, each lasting two weeks.

• The first phase assessed existing transport patterns where there was no provision of e-mobility parking infrastructure and using existing e-mobility price schemes
• The second phase evaluated transport user behaviour changes following the provision of dedicated e-mobility parking infrastructure (permanent e-parking hubs plus access to shared e-mobility devices) with existing pricing schemes.
• The third phase provided analysis of behaviour patterns with dedicated e-mobility parking and shared access coupled with reduced e-mobility pricing.

The study used two complementary data sources to examine the role of shared e-mobility in addressing first and last mile connectivity.

• The first dataset comprised GPS based shared e-mobility trip records which captured information on: timing, location, distance and e-scooter and e-bike trip across study phases.
• The second data set consisted of intercept survey responses, collected from passengers at the station. The survey responses provided insight into people’s travel behaviour and willingness to use shared e-mobility modes giving insight into user motivations and perceived barriers to use.

Quantitative findings

From trip data

The data used here was captured from all recorded trips within each round, and included information on trip direction, distance, duration and consistent comparison of usage levels and user participation over time.

The report fleshes out the results in more detail, but overall e-mobility increased steadily across the trial period however, travel distance and duration remained constant despite increasing usage across rounds. Unique user numbers rose sharply in Round 3, but the share of one-time users remained consistent.

The largest spike in use happened between Round 1 and 2, with researchers positing the increase a result of introducing dedicated e-mobility parking hubs installed at the station, which provided visibility and reliability in finding an e-scooter or e-bike. A smaller spike in uptake was recorded in Round 3, attributed to cost subsidies for e-mobility modes.

In terms of service reach and trip characteristics the results showed that increases in trip rates were more heavily concentrated on road segments closest to the station. Off peak usage remained comparatively stable indicating that peak hour travel conditions amplify use. Changes in weekday trip rates similarly highlighted this pattern, leading researchers to posit that increased uptake was correlated to regular weekday travel routines vs discretionary weekend use.

Trip volumes increased substantially over the 3 Rounds, which suggests availability and affordability intensified first-and-last mile usage patterns and broadened participation, however the underlying characteristics of the trips show the fundamental nature of shared e-mobility was not a contributing uptake factor.

From intercept surveys

A total of 1467 people participated across the three rounds with data providing the researchers insight into patterns of use, mode preferences and travel outcomes.

Amongst findings:

Across each round researchers noted broadly stable demographic characteristics with the average participant aged mid-30s and with slightly more female respondents than male. Patterns of use were consistent, with weekday travel accounting for two-thirds of responses in each round. Home suburbs of first mile respondents were predominantly from Brisbane’s northern suburbs, while last mile respondents were consistently concentrated in inner-city suburbs close to the station.

Mode choice patterns were similarly stable across rounds with private modes dominating first mile access and accounting for approximately 40 – 45% of first mile trips in each round. Walking was the favoured last-mile mode reflected by the short distances between Albion and inner-city destinations.

First mile trips were overwhelmingly work-related and mode choice distributions were highly consistent across rounds with shared e-mobility represented in only a very small number of trips from the intercept surveys. The researchers posit that understanding first and last mile e-mobility barriers should be done by examining broader everyday travel patterns.

Discussion and implications

Successfully employing e-micromobility modes as part of an integrated transport system depends on many variables including multi-modal planning and land-use patterns, fare policies, user behaviour/attitudes and substitution patterns amongst other factors.

The results from this study showed that e-mobility has the potential to play a meaningful supporting role in first and last mile access when availability is improved and price barriers are reduced. However, it should be noted that pricing subsidies alone provided minimal impact without supporting e-mobility infrastructure and negative perceptions of e-mobility modes from public transport travellers remained a persistent issue.

Based on the findings, researchers suggest that measures, such as safety education, regulatory settings and targeted communications may warrant further consideration by policymakers to support public acceptance of e-mobility.

Expected project impacts

Our research clearly shows that micromobility can close the first/last mile gap in connecting public transport to workplaces and home, but it takes a coordinated effort between providers and city councils with dedicated e-mobility parking and to a lesser extent reduced pricing.

From our work, we know for whom and the types of trips micromobility can be effectively integrated into a transportation network and what it takes to succeed in reducing car use and increasing public transport use.

Richard Buning, The University of Queensland, Business School

Download the report

Download your copy of the final report, Closing the loop on first/last mile transportation: Assessing the connection between micromobility and public transport in Brisbane, by clicking the button below.